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NASA NTRS2002

Low Resolution Picture Transmission (LRPT) Demonstration System

Low-Resolution Picture Transmission (LRPT) is a proposed standard for direct broadcast transmission of satellite weather images. This standard is a joint effort by the European Organization for the Exploitation of Meteorological Satellites (EUMETSAT) and the National Oceanic Atmospheric Administration (NOAA). As a digital transmission scheme, its purpose is to replace the current analog Automatic Picture Transmission (APT) system for use in the Meteorological Operational (METOP) satellites. Goddard Space Flight Center has been tasked to build an LRPT Demonstration System (LDS). It's main objective is to develop or demonstrate the feasibility of a low-cost receiver utilizing a Personal Computer (PC) as the primary processing component and determine the performance of the protocol in the simulated Radio Frequency (RF) environment. The approach would consist of two phases. In the phase 1, a Commercial-off-the-Shelf (COTS) Modulator-Demodulator (MODEM) board that would perform RF demodulation would be purchased allowing the Central Processing Unit (CPU) to perform the Consultative Committee for Space Data Systems (CCSDS) protocol processing. Also since the weather images are compressed the PC would perform the decompression. Phase 1 was successfully demonstrated on December 1997. Phase 2 consists of developing a high-fidelity receiver, transmitter and environment simulator. Its goal is to find out how the METOP Specification performs in a simulated noise environment in a cost-effective receiver. The approach would be to produce a receiver using as much software as possible to perform front-end processing to take advantage of the latest high-speed PCs. Thus the COTS MODEM used in Phase 1 is performing RF demodulation along with data acquisition providing data to the receiving software. Also, environment simulator is produced using the noise patterns generated by Institute for Telecommunications Sciences (ITS) from their noise environment study.

Fong, Wai↗
NASA NTRS2002

X-38 Bolt Retractor Subsystem Separation Demonstration

The Flight Robotics Laboratory FRL successfully demonstrated the X-38 bolt retractor subsystem (BRS). The BRS design was proven safe by testing in the Pyrotechnic Shock Facility (PSI) before being demonstrated in the FRL. This Technical Memorandum describes the BRS, FRL, PSF, and interface hardware. Bolt retraction time, spacecraft simulator acceleration, and a force analysis are also presented. The purpose of the demonstration was to show the FRL capability for spacecraft separation testing using pyrotechnics. Although a formal test was not performed due to schedule and budget constraints, the data will show that the BRS is a successful design concept and the FRL is suitable for future separation tests.

Rugless, Fedoria↗
NASA NTRS2001

Flight Demonstration of X-33 Vehicle Health Management System Components on the F/A-18 Systems Research Aircraft

The X-33 reusable launch vehicle demonstrator has identified the need to implement a vehicle health monitoring system that can acquire data that monitors system health and performance. Sanders, a Lockheed Martin Company, has designed and developed a COTS-based open architecture system that implements a number of technologies that have not been previously used in a flight environment. NASA Dryden Flight Research Center and Sanders teamed to demonstrate that the distributed remote health nodes, fiber optic distributed strain sensor, and fiber distributed data interface communications components of the X-33 vehicle health management (VHM) system could be successfully integrated and flown on a NASA F-18 aircraft. This paper briefly describes components of X-33 VHM architecture flown at Dryden and summarizes the integration and flight demonstration of these X-33 VHM components. Finally, it presents early results from the integration and flight efforts.

Schweikhard, Keith A.↗
NASA NTRS2003

Demonstrating a Realistic IP Mission Prototype

Flight software and hardware and realistic space communications environments were elements of recent demonstrations of the Internet Protocol (IP) mission concept in the lab. The Operating Missions as Nodes on the Internet (OMNI) Project and the Flight Software Branch at NASA/GSFC collaborated to build the prototype of a representative space mission that employed unmodified off-the-shelf Internet protocols and technologies for end-to-end communications between the spacecraft/instruments and the ground system/users. The realistic elements used in the prototype included an RF communications link simulator and components of the TRIANA mission flight software and ground support system. A web-enabled camera connected to the spacecraft computer via an Ethernet LAN represented an on-board instrument creating image data. In addition to the protocols at the link layer (HDLC), transport layer (UDP, TCP), and network (IP) layer, a reliable file delivery protocol (MDP) at the application layer enabled reliable data delivery both to and from the spacecraft. The standard Network Time Protocol (NTP) performed on-board clock synchronization with a ground time standard. The demonstrations of the prototype mission illustrated some of the advantages of using Internet standards and technologies for space missions, but also helped identify issues that must be addressed. These issues include applicability to embedded real-time systems on flight-qualified hardware, range of applicability of TCP, and liability for and maintenance of commercial off-the-shelf (COTS) products. The NASA Earth Science Technology Office (ESTO) funded the collaboration to build and demonstrate the prototype IP mission.

Rash, James↗
NASA NTRS2004

The NASA Aircraft VOrtex Spacing System (AVOSS): Concept Demonstration Results and Future Direction

Since the late 1990s the national airspace system has been recognized as approaching a capacity crisis. In the light of this condition, industry, government, user organizations, and educational institutions have been working on procedural and technological solutions to the problem. One aspect of system operations that holds potential for improvement is the separation criteria applied to aircraft for wake vortex avoidance. These criteria, applied when operations are conducted under instrument flight rules (IFR), were designed to represent safe spacing under weather conditions conducive to the longest wake hazards. It is well understood that wake behavior is dependent on meteorological conditions as well as the physical parameters of the generating aircraft. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft VOrtex Spacing System (AVOSS). Successfully demonstrated in a realtime field demonstration during July 2000 at the Dallas Ft. Worth International Airport (DFW), AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. AVOSS provides dynamic wake separation criteria that are a function of the ambient weather conditions for a particular airport, and the predicted wake behavior under those conditions. Wake sensing subsystems provide safety checks and validation for the predictions. The AVOSS was demonstrated in shadow mode; no actual spacing changes were applied to aircraft. This paper briefly reviews the system architecture and operation, reports the latest performance results from the DFW deployment, and describes the future direction of the project.

Rutishauser, David K.↗
NASA NTRS1995

Flight Demonstration of Integrated Airport Surface Automation Concepts

A flight demonstration was conducted to address airport surface movement area capacity issues by providing pilots with enhanced situational awareness information. The demonstration showed an integration of several technologies to government and industry representatives. These technologies consisted of an electronic moving map display in the cockpit, a Differential Global Positioning System (DGPS) receiver, a high speed VHF data link, an ASDE-3 radar, and the Airport Movement Area Safety System (AMASS). Aircraft identification was presented to an air traffic controller on AMASS. The onboard electronic map included the display of taxi routes, hold instructions, and clearances, which were sent to the aircraft via data link by the controller. The map also displayed the positions of other traffic and warning information, which were sent to the aircraft automatically from the ASDE-3/AMASS system. This paper describes the flight demonstration in detail, along with preliminary results.

Jones, Denise R.↗
NASA NTRS2003

Analysis of Return and Forward Links from STARS' Flight Demonstration 1

Space-based Telemetry And Range Safety (STARS) is a Kennedy Space Center (KSC) led proof-of-concept demonstration, which utilizes NASA's space network of Tracking and Data Relay Satellites (TDRS) as a pathway for launch and mission related information streams. Flight Demonstration 1 concluded on July 15,2003 with the seventh flight of a Low Power Transmitter (LPT) a Command and Data Handler (C&DH), a twelve channel GPS receiver and associated power supplies and amplifiers. The equipment flew on NASA's F-I5 aircraft at the Dryden Flight Research Center located at Edwards Air Force Base in California. During this NASA-ASEE Faculty Fellowship, the author participated in the collection and analysis of data from the seven flights comprising Flight Demonstration 1. Specifically, the author examined the forward and return links bit energy E(sub B) (in Watt-seconds) divided by the ambient radio frequency noise N(sub 0) (in Watts / Hertz). E(sub b)/N(sub 0) is commonly thought of as a signal-to-noise parameter, which characterizes a particular received radio frequency (RF) link. Outputs from the data analysis include the construction of time lines for all flights, production of graphs of range safety values for all seven flights, histograms of range safety E(sub b)/N(sub 0) values in five dB increments, calculation of associated averages and standard deviations, production of graphs of range user E(sub b)/N(sub 0) values for the all flights, production of graphs of AGC's and E(sub b)/N(sub 0) estimates for flight 1, recorded onboard, transmitted directly to the launch head and transmitted through TDRS. The data and graphs are being used to draw conclusions related to a lower than expected signal strength seen in the range safety return link.

Gering, James A.↗
NASA NTRS2004

A High-Energy Technology Demonstration Platfom: The First Step in a Stepping Stones Approach to Energy-Rich Space Infrastructures

The sun provides an abundant source of energy in space, which can be used to power exploration vehicles and infrastructures that support exploration. A first step in developing and demonstrating the necessary technologies to support solar-powered exploration could be a 100-kWe-class solar-powered platform in Earth orbit. This platform would utilize advanced technologies in solar power collection and generation, power management and distribution, thermal management, and electric propulsion. It would also provide a power-rich free-flying platform to demonstrate in space a portfolio of technology flight experiments. This paper presents a preliminary design concept for a 100-kWe solar-powered satellite with the capability to use high-powered electric propulsion, and to flight-demonstrate a variety of payload experiments.

Carrington, Connie↗
NASA NTRS1990

A Plan for the Development and Demonstration of Optical Communications for Deep Space

In this article, an overall plan for the development and demonstration of optical communications for deep-space applications is presented. The current state of the technology for optical communications is presented. Then, the development and demonstration plan is presented in two parts: the overall major systems activities, followed by the generic technology developments that will enable them. The plan covers the path from laboratory subsystems demonstrations out to a full-scale flight experiment system for the proposed Mars Communications Relay Orbiter mission.

Lesh, J. R.↗
NASA NTRS2005

Airborne Shaped Sonic Boom Demonstration Pressure Measurements with Computational Fluid Dynamics Comparisons

The Shaped Sonic Boom Demonstration project showed for the first time that by careful design of aircraft contour the resultant sonic boom can maintain a tailored shape, propagating through a real atmosphere down to ground level. In order to assess the propagation characteristics of the shaped sonic boom and to validate computational fluid dynamics codes, airborne measurements were taken of the pressure signatures in the near field by probing with an instrumented F-15B aircraft, and in the far field by overflying an instrumented L-23 sailplane. This paper describes each aircraft and their instrumentation systems, the airdata calibration, analysis of the near- and far-field airborne data, and shows the good to excellent agreement between computational fluid dynamics solutions and flight data. The flights of the Shaped Sonic Boom Demonstration aircraft occurred in two phases. Instrumentation problems were encountered during the first phase, and corrections and improvements were made to the instrumentation system for the second phase, which are documented in the paper. Piloting technique and observations are also given. These airborne measurements of the Shaped Sonic Boom Demonstration aircraft are a unique and important database that will be used to validate design tools for a new generation of quiet supersonic aircraft.

Haering, Edward A., Jr.↗
NASA NTRS2005

Origins and Overview of the Shaped Sonic Boom Demonstration Program

The goal of the DARPA Shaped Sonic Boom Demonstration (SSBD) Program was to demonstrate for the first time in flight that sonic booms can be substantially reduced by incorporating specialized aircraft shaping techniques. Although mitigation of the sonic boom via specialized shaping techniques was theorized decades ago, until now, this theory had never been tested with a flight vehicle subjected to actual flight conditions in a real atmosphere. The demonstrative success, which occurred on 27 August 2003 with repeat flights in the supersonic corridor at Edwards Air Force Base, is a critical milestone in the development of next generation supersonic aircraft that could one day fly unrestricted over land and help usher in a new era of time-critical air transport. Pressure measurements obtained on the ground and in the air confirmed that the specific modifications made to a Northrop Grumman F-5E aircraft not only changed the shape of the shock wave signature emanating from the aircraft, but also produced a flat-top signature whose shape persisted, as predicted, as the pressure waves propagated through the atmosphere to the ground. This accomplishment represents a major advance towards reducing the startling and potentially damaging noise of a sonic boom. This paper describes the evolution of the SSBD program, including the rationale for test article selection, and provides an overview of the history making accomplishments achieved during the SSBD effort, as well as, the follow-on NASA Shaped Sonic Boom Experiment (SSBE) Program, whose goal was to further evaluate the characteristics and robustness of shaped boom signatures.

Pawlowski, Joseph W.↗
NASA NTRS2000

Hydrogen Sensors Demonstrated on the Shuttle

Microelectromechanical-systems- (MEMS-) based hydrogen sensor technology developed by the NASA Glenn Research Center at Lewis Field and Case Western Reserve University was demonstrated on shuttle missions STS-95 (Senator Glenn s mission) and STS-96. These smart sensors, commercialized by Makel Engineering Inc., were part of an "Integrated Vehicle Health Monitoring HEDS Technology Demonstration" series conducted at the NASA Kennedy Space Center. The experiments were designed to demonstrate the effect of technological upgrades on shuttle performance. The hydrogen sensors were micro-fabricated for minimal size, weight, and power consumption. A temperature detector and heater were included on the sensor for temperature control. Two palladium chrome (PdCr) hydrogen detection devices were included in each sensor package: a Schottky diode for low concentrations and a resistor for high concentrations. These sensor designs allow operation in inert environments. "Smart" electronics developed by Makel Engineering were integrated with the sensors to control the sensor temperature and process the output of the various sensors. This complete hydrogen detection system (two sensors on a chip with smart electronics) flew on STS-95 (launched October 1998) and STS-96 (launched May 1999). It was installed in the aft compartment of the shuttle and used to monitor the hydrogen concentration in that region. Up to this time, a mass spectrometer had monitored the hydrogen concentration in the aft compartment before launch, and "grab" bottles had been used after launch. The inside of these bottles is at vacuum. During flight, the grab bottles are pyrotechnically opened for a brief period, and the gas in the aft compartment is captured in the bottle. Several of these bottles are opened at different times during takeoff, and their contents are used to determine the time profile of the gases in the aft chamber. However, this information is not available until after the flight. On the launch pad, results from the new sensor technology paralleled the responses of the mass spectrometer with, in some cases, a quicker response time. In flight, data from the new sensors agreed with those derived from analyzing the contents of the grab bottles. Moreover, this microsensor can monitor the aft compartment continuously and, in principle, could monitor the health of the vehicle in real time during flight.

Hunter, Gary W.↗
NASA NTRS2005

Flight Demonstration Of Low Overpressure N-Wave Sonic Booms And Evanescent Waves

The recent flight demonstration of shaped sonic booms shows the potential for quiet overland supersonic flight, which could revolutionize air transport. To successfully design quiet supersonic aircraft, the upper limit of an acceptable noise level must be determined through quantitative recording and subjective human response measurements. Past efforts have concentrated on the use of sonic boom simulators to assess human response, but simulators often cannot reproduce a realistic sonic boom sound. Until now, molecular relaxation effects on low overpressure rise time had never been compared with flight data. Supersonic flight slower than the cutoff Mach number, which generates evanescent waves, also prevents loud sonic booms from impacting the ground. The loudness of these evanescent waves can be computed, but flight measurement validation is needed. A novel flight demonstration technique that generates low overpressure N-waves using conventional military aircraft is outlined, in addition to initial quantitative flight data. As part of this demonstration, evanescent waves also will be recorded.

Haering, Edward A., Jr.↗
NASA NTRS2000

Power System Options Evaluated for the Radiation and Technology Demonstration Mission

The Radiation and Technology Demonstration (RTD) Mission is under joint study by three NASA Centers: the NASA Johnson Space Center, the NASA Goddard Space Flight Center, and the NASA Glenn Research Center at Lewis Field. This Earth-orbiting mission, which may launch on a space shuttle in the first half of the next decade, has the primary objective of demonstrating high-power electric thruster technologies. Secondary objectives include better characterization of Earth's Van Allen trapped-radiation belts, measurement of the effectiveness of the radiation shielding for human protection, measurement of radiation effects on advanced solar cells, and demonstration of radiation-tolerant microelectronics. During the mission, which may continue up to 1 year, the 2000-kg RTD spacecraft will first spiral outward from the shuttle-deployed, medium-inclination, low Earth orbit. By the phased operation of a 10-kW Hall thruster and a 10-kW Variable Specific Impulse Magneto-Plasma Rocket, the RTD spacecraft will reach a low-inclination Earth orbit with a radius greater than five Earth radii. This will be followed by an inward spiraling orbit phase when the spacecraft deploys 8 to 12 microsatellites to map the Van Allen belts. The mission will conclude in low Earth orbit with the possible retrieval of the spacecraft by the space shuttle. A conceptual RTD spacecraft design showing two photovoltaic (PV) array wings, the Hall thruster with propellant tanks, and stowed microsatellites is presented. Early power system studies assessed five different PV array design options coupled with a 120-Vdc power management and distribution system (PMAD) and secondary lithium battery energy storage. Array options include (1) state-of-the-art 10-percent efficient three-junction amorphous SiGe thin-film cells on thin polymer panels deployed with an inflatable (or articulated) truss, (2) SCARLET array panels, (3) commercial state-of-the-art, planar PV array rigid panels with 25-percent efficient, three-junction GaInP2/GaAs/Ge solar cells, (4) rigid panels with 25-percent efficient, three-junction GaInP2/GaAs/Ge solar cells, in a 2 -concentrator trough configuration, and (5) thin polymer panels with 25-percent efficient, three-junction GaInP2/GaAs/Ge solar cells deployed with an inflatable (or articulated) truss. To assess the relative merits of these PV array design options, the study group developed a dedicated Fortran code to predict power system performance and estimate system mass. This code also modeled Earth orbital environments important for accurately predicting PV array performance. The most important environmental effect, solar cell radiation degradation, was calculated from electron-proton fluence input from the industry standard AE8/AP8 trapped radiation models and the concept of damage equivalence. Power systems were sized to provide 10 kW of thruster power and approximately 1 kW of spacecraft power at end of life. Of the five PV array design options, the option 1 (thin-film cells) power system was the most massive 590 kg, whereas the option 4 (trough concentrator) power system was the lightest 260 kg. Arguably, the lowest cost would come from the option 3 (commercial array panels) power system with an acceptable, albeit greater, system mass of 320 kg. Predicted power system performance during the spiral-out mission phase is shown the preceding graph for the option 5 (flexible-panel) array. From the results, the radiation-induced power loss over time is evident as the spacecraft slowly spirals outward through the trapped proton belt. The importance of the spiral trip time is also evident in the two curves representing 74-day and 182-day spiral-out periods. The longer spiral time introduces a beginning-of-life power oversizing penalty greater than 1 kW. Future studies will analyze power system performance and mass with a 50-Vdc power management and distribution architecture favorable to the VASIMR thruster and longer missions.

Kerslake, Thomas W.↗
NASA NTRS2001

Active Control of Rotating Stall Demonstrated for a Multistage Compressor With Inlet Distortion

Aircraft compressors can suffer debilitating consequences as a result of rotating stall and surge events caused by inlet distortions. This is particularly true of aircraft during takeoff, when the compressor is operating at peak performance close to the surge line. Significant research has been conducted by the NASA Glenn Research Center in the area of compressor stability enhancement through active and passive control methods. Most recently, an experiment was conducted at the Wright Patterson Air Force Base Research Laboratory on a two-stage fan with inlet guide vanes and inlet distortion. In this joint Small Business Innovation Research effort between Scientific Systems and Glenn, control of rotating stall was demonstrated in a multistage transonic fan. This twostage fan with inlet guide vanes was tested under clean and distorted inlet conditions. The compressor was also configured with a circumferential distortion screen capable of 180 of distortion and with 14 high-velocity injectors upstream of the first rotor. Twelve of these injectors could oscillate up to frequencies of 450 Hz. The additional two injectors were located next to each other and were used in concert with each other as a single, on/off, high-authority actuator. In a first test of injection in this multistage environment, 12 of the valves were opened 50 percent of their full stroke to assess steady injection through the compressor. This baseline injection is shown in the compressor characteristic of the following figure, and stall margin improvements are tracked from this baseline condition. The compressor was then tested with clean inlet conditions using 12 injectors and active control. Pressure disturbances were tracked before rotating stall, and a constant gain control scheme reduced the stalling mass flow by 10.8 percent over the baseline. With the distortion screen present in the inlet, a pole-zero cancellation control scheme was used to achieve a 6.4-percent decrease in stalling mass flow. These improvements also are shown in the figure. In a final experiment, actively controlled, high-frequency injection from the 12 valves was used in conjunction with the high-authority actuators. In this test, the stalling mass flow of the compressor was reduced by 27 percent as indicated in the graph. These results were obtained by injecting less than 2 percent of the total compressor throughflow into the rotor tip region via 14 injection ports. These results mark the first successful demonstration of actively controlled air injection as a stall-control strategy for multistage compressors operating at speeds typical of an actual gas turbine engine. A goal of continuing research is to determine the combination of air-injection parameters and control strategies that are most effective in providing stall control for both clean and distorted inlet flow conditions for multistage environments. Other goals include the demonstration of stall control at many locations along the core compressor and development and application of active stall control strategies that will be integral flightworthy components of onboard engine hardware.

VanSchalkwyk, Christian↗
NASA NTRS2004

Waveguide Power Combiner Demonstration for Multiple High Power Millimeter Wave TWTAs

NASA is presently developing nuclear reactor technologies, under Project Prometheus, which will provide spacecraft with greatly increased levels of sustained onboard power and thereby dramatically enhance the capability for future deep space exploration. The first mission planned for use of this high power technology is the Jupiter Icy Moons Orbiter (JIMO). In addition to electric propulsion and science, there will also be unprecedented onboard power available for deep space communications. A 32 GHz transmitter with 1 kW of RF output power is being considered to enable the required very high data transmission rates. One approach to achieving the 1 kW RF power, now being investigated at NASA GRC, is the possible power combining of a number of 100-1 50 W TWTs now under development. The work presented here is the results of a proof-of-concept demonstration of the power combining Ka-band waveguide circuit design and test procedure using two Ka- band TWTAs (Varian model VZA6902V3 and Logimetrics model A440/KA-1066), both of which were previously employed in data uplink evaluation terminals at 29.36 GHz for the NASA Advanced Communications Technology Satellite (ACTS) program. The characterization of the individual TWTAs and power combining demonstration were done over a 500 MHz bandwidth from 29.1 to 29.6 GHz to simulate the Deep Space Network (DSN) bandwidth of 3 1.8 to 32.3 GHz. Figures 1-3 show some of the power transfer and gain measurements of the TWTAs using a swept signal generator (Agilent 83640b) for the RF input. The input and output powers were corrected for circuit insertion losses due to the waveguide components. The RF saturated powers of both ACTS TWTAs were on the order of 120 W, which is comparable to the expected output powers of the 32 GHz TWTs. Additional results for the individual TWTAs will be presented (AM/AM, AM/PM conversion and gain compression), some of which were obtained from swept frequency and power measurements using a vector network analyzer. The results for the power combining demonstration as well as a more detailed description of the power combining test circuit and test procedure will also be presented.

Wintucky, Edwin G.↗
NASA NTRS2002

Refractive Secondary Solar Concentrator Demonstrated High-Temperature Operation

Space applications that utilize solar thermal energy--such as electric power conversion systems, thermal propulsion systems, and furnaces--require highly efficient solar concentration systems. The NASA Glenn Research Center is developing the refractive secondary concentrator, which uses refraction and total internal reflection to efficiently concentrate and direct solar energy. When used in combination with advanced lightweight primary concentrators, such as inflatable thin films, the refractive secondary concentrator enables very high system concentration ratios and very high temperatures. Last year, Glenn successfully demonstrated a secondary concentrator throughput efficiency of 87 percent, with a projected efficiency of 93 percent using an antireflective coating. Building on this achievement, Glenn recently successfully demonstrated high-temperature operation of the secondary concentrator when it was used to heat a rhenium receiver to 2330 F. The high-temperature demonstration of the concentrator was conducted in Glenn's 68-ft long Tank 6 thermal vacuum facility equipped with a solar simulator. The facility has a rigid panel primary concentrator that was used to concentrate the light from the solar simulator onto the refractive secondary concentrator. NASA Marshall Space Flight Center provided a rhenium cavity, part of a solar thermal propulsion engine, to serve as the high-temperature receiver. The prototype refractive secondary concentrator, measuring 3.5 in. in diameter and 11.2 in. long, is made of single-crystal sapphire. A water-cooled splash shield absorbs spillage light outside of the 3.5-in. concentrator aperture. Multilayer foil insulation composed of tungsten, molybdenum, and niobium is used to minimize heat loss from the hightemperature receiver. A liquid-cooled canister calorimeter is used to measure the heat loss through the multilayer foil insulation.

Wong, Wayne A.↗
NASA NTRS2004

Secure, Mobile, Wireless Network Technology Designed, Developed, and Demonstrated

The inability to seamlessly disseminate data securely over a high-integrity, wireless broadband network has been identified as a primary technical barrier to providing an order-of-magnitude increase in aviation capacity and safety. Secure, autonomous communications to and from aircraft will enable advanced, automated, data-intensive air traffic management concepts, increase National Air Space (NAS) capacity, and potentially reduce the overall cost of air travel operations. For the first time ever, secure, mobile, network technology was designed, developed, and demonstrated with state-ofthe- art protocols and applications by a diverse, cooperative Government-industry team led by the NASA Glenn Research Center. This revolutionary technology solution will make fundamentally new airplane system capabilities possible by enabling secure, seamless network connections from platforms in motion (e.g., cars, ships, aircraft, and satellites) to existing terrestrial systems without the need for manual reconfiguration. Called Mobile Router, the new technology autonomously connects and configures networks as they traverse from one operating theater to another. The Mobile Router demonstration aboard the Neah Bay, a U.S. Coast Guard vessel stationed in Cleveland, Ohio, accomplished secure, seamless interoperability of mobile network systems across multiple domains without manual system reconfiguration. The Neah Bay was chosen because of its low cost and communications mission similarity to low-Earth-orbiting satellite platforms. This technology was successfully advanced from technology readiness level (TRL) 2 (concept and/or application formation) to TRL 6 (system model or prototype demonstration in a relevant environment). The secure, seamless interoperability offered by the Mobile Router and encryption device will enable several new, vehicle-specific and systemwide technologies to perform such things as remote, autonomous aircraft performance monitoring and early detection and mitigation of potential equipment malfunctions. As an additional benefit, team advancements were incorporated into open standards, ensuring technology transfer. Low-cost, commercial products incorporating the new technology are already available. Furthermore, these products are fully interoperable with legacy network technology equipment currently being used throughout the world.

Ivancic, William D.↗