Search NASA⌕ Search

SEARCH · Search NASA

Results for “Positioning Navigation Timing”

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.

At least 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS1990

Autonomous integrated GPS/INS navigation experiment for OMV. Phase 1: Feasibility study

The phase 1 research focused on the experiment definition. A tightly integrated Global Positioning System/Inertial Navigation System (GPS/INS) navigation filter design was analyzed and was shown, via detailed computer simulation, to provide precise position, velocity, and attitude (alignment) data to support navigation and attitude control requirements of future NASA missions. The application of the integrated filter was also shown to provide the opportunity to calibrate inertial instrument errors which is particularly useful in reducing INS error growth during times of GPS outages. While the Orbital Maneuvering Vehicle (OMV) provides a good target platform for demonstration and for possible flight implementation to provide improved capability, a successful proof-of-concept ground demonstration can be obtained using any simulated mission scenario data, such as Space Transfer Vehicle, Shuttle-C, Space Station.

Upadhyay, Triveni N.↗
NASA NTRS2015

Lidar Sensor Performance in Closed-Loop Flight Testing of the Morpheus Rocket-Propelled Lander to a Lunar-Like Hazard Field

For the first time, a suite of three lidar sensors have been used in flight to scan a lunar-like hazard field, identify a safe landing site, and, in concert with an experimental Guidance, Navigation, and Control (GN&C) system, guide the Morpheus autonomous, rocket-propelled, free-flying test bed to a safe landing on the hazard field. The lidar sensors and GN&C system are part of the Autonomous Precision Landing and Hazard Detection and Avoidance Technology (ALHAT) project which has been seeking to develop a system capable of enabling safe, precise crewed or robotic landings in challenging terrain on planetary bodies under any ambient lighting conditions. The 3-D imaging flash lidar is a second generation, compact, real-time, air-cooled instrument developed from a number of cutting-edge components from industry and NASA and is used as part of the ALHAT Hazard Detection System (HDS) to scan the hazard field and build a 3-D Digital Elevation Map (DEM) in near-real time for identifying safe sites. The flash lidar is capable of identifying a 30 cm hazard from a slant range of 1 km with its 8 cm range precision at 1 sigma. The flash lidar is also used in Hazard Relative Navigation (HRN) to provide position updates down to a 250m slant range to the ALHAT navigation filter as it guides Morpheus to the safe site. The Doppler Lidar system has been developed within NASA to provide velocity measurements with an accuracy of 0.2 cm/sec and range measurements with an accuracy of 17 cm both from a maximum range of 2,200 m to a minimum range of several meters above the ground. The Doppler Lidar's measurements are fed into the ALHAT navigation filter to provide lander guidance to the safe site. The Laser Altimeter, also developed within NASA, provides range measurements with an accuracy of 5 cm from a maximum operational range of 30 km down to 1 m and, being a separate sensor from the flash lidar, can provide range along a separate vector. The Laser Altimeter measurements are also fed into the ALHAT navigation filter to provide lander guidance to the safe site. The flight tests served as the culmination of the TRL 6 journey for the lidar suite and included launch from a pad situated at the NASA-Kennedy Space Center Shuttle Landing Facility (SLF) runway, a lunar-like descent trajectory from an altitude of 250m, and landing on a lunar-like hazard field of rocks, craters, hazardous slopes, and safe sites 400m down-range just off the North end of the runway. The tests both confirmed the expected performance and also revealed several challenges present in the flight-like environment which will feed into future TRL advancement of the sensors. The flash lidar identified hazards as small as 30 cm from the maximum slant range of 450 m which Morpheus could provide, however, it was occasionally susceptible to an increase in range noise due to heated air from the Morpheus rocket plume which entered its Field-of-View (FOV). The flash lidar was also susceptible to pre-triggering on dust during the HRN phase which was created during launch and transported by the wind. The Doppler Lidar provided velocity and range measurements to the expected accuracy levels yet it was also susceptible to signal degradation due to air heated by the rocket engine. The Laser Altimeter, operating with a degraded transmitter laser, also showed signal attenuation over a few seconds at a specific phase of the flight due to the heat plume generated by the rocket engine.

Roback, Vincent E.↗
NASA NTRS2010

A Comparison Between Orion Automated and Space Shuttle Rendezvous Techniques

The Orion spacecraft will replace the space shuttle and will be the first human spacecraft since the Apollo program to leave low earth orbit. This vehicle will serve as the cornerstone of a complete space transportation system with a myriad of mission requirements necessitating rendezvous to multiple vehicles in earth orbit, around the moon and eventually beyond . These goals will require a complex and robust vehicle that is, significantly different from both the space shuttle and the command module of the Apollo program. Historically, orbit operations have been accomplished with heavy reliance on ground support and manual crew reconfiguration and monitoring. One major difference with Orion is that automation will be incorporated as a key element of the man-vehicle system. The automated system will consist of software devoted to transitioning between events based on a master timeline. This effectively adds a layer of high level sequencing that moves control of the vehicle from one phase to the next. This type of automated control is not entirely new to spacecraft since the shuttle uses a version of this during ascent and entry operations. During shuttle orbit operations however many of the software modes and hardware switches must be manually configured through the use of printed procedures and instructions voiced from the ground. The goal of the automation scheme on Orion is to extend high level automation to all flight phases. The move towards automation represents a large shift from current space shuttle operations, and so these new systems will be adopted gradually via various safeguards. These include features such as authority-to-proceed, manual down modes, and functional inhibits. This paper describes the contrast between the manual and ground approach of the space shuttle and the proposed automation of the Orion vehicle. I will introduce typical orbit operations that are common to all rendezvous missions and go on to describe the current Orion automation architecture and contrast it with shuttle rendezvous techniques and circumstances. The shuttle rendezvous profile is timed to take approximately 3 days from orbit insertion to docking at the International Space Station (ISS). This process can be divided into 3 phases: far-field, mid-field and proximity operations. The far-field stage is characterized as the most quiescent phase. The spacecraft is usually too far to navigate using relative sensors and uses the Inertial Measurement Units (IMU s) to numerically solve for its position. The maneuvers are infrequent, roughly twice per day, and are larger than other burns in the profile. The shuttle uses this opportunity to take extensive ground based radar updates and keep high fidelity orbit states on the ground. This state is then periodically uplinked to the shuttle computers. The targeting solutions for burn maneuvers are also computed on the ground and uplinked. During the burn the crew is responsible for setting the shuttle attitude and configuring the propulsion system for ignition. Again this entire process is manually driven by both crew and ground activity. The only automatic processes that occur are associated with the real-time execution of the burn. The Orion automated functionality will seek to relieve the workload of both the crew and ground during this phase

Ruiz, Jose O,↗
NASA NTRS2002

Automated Escape Guidance Algorithms for An Escape Vehicle

An escape vehicle was designed to provide an emergency evacuation for crew members living on a space station. For maximum escape capability, the escape vehicle needs to have the ability to safely evacuate a station in a contingency scenario such as an uncontrolled (e.g., tumbling) station. This emergency escape sequence will typically be divided into three events: The fust separation event (SEP1), the navigation reconstruction event, and the second separation event (SEP2). SEP1 is responsible for taking the spacecraft from its docking port to a distance greater than the maximum radius of the rotating station. The navigation reconstruction event takes place prior to the SEP2 event and establishes the orbital state to within the tolerance limits necessary for SEP2. The SEP2 event calculates and performs an avoidance burn to prevent station recontact during the next several orbits. This paper presents the tools and results for the whole separation sequence with an emphasis on the two separation events. The fust challenge includes collision avoidance during the escape sequence while the station is in an uncontrolled rotational state, with rotation rates of up to 2 degrees per second. The task of avoiding a collision may require the use of the Vehicle's de-orbit propulsion system for maximum thrust and minimum dwell time within the vicinity of the station vicinity. The thrust of the propulsion system is in a single direction, and can be controlled only by the attitude of the spacecraft. Escape algorithms based on a look-up table or analytical guidance can be implemented since the rotation rate and the angular momentum vector can be sensed onboard and a-priori knowledge of the position and relative orientation are available. In addition, crew intervention has been provided for in the event of unforeseen obstacles in the escape path. The purpose of the SEP2 burn is to avoid re-contact with the station over an extended period of time. Performing this maneuver properly requires knowledge of the orbital state, which is obtained during the navigation state reconstruction event. Since the direction of the delta-v of the SEPI maneuver is a random variable with respect to the Local Vertical Local Horizontal (LVLH) coordinate system, calculating the required SEP2 burn is a challenge. This problem was solved using a neural network as a model-free function approximation technique.

Flanary, Ronald↗
NASA NTRS1996

Autonomous Navigation With Ground Station One-Way Forward-Link Doppler Data

The National Aeronautics and Space Administration (NASA) Goddard Space Flight Center (GSFC) has spent several years developing operational onboard navigation systems (ONS's) to provide real time autonomous, highly accurate navigation products for spacecraft using NASA's space and ground communication systems. The highly successful Tracking and Data Relay Satellite (TDRSS) ONS (TONS) experiment on the Explorer Platform/Extreme Ultraviolet (EP/EUV) spacecraft, launched on June 7, 1992, flight demonstrated the ONS for high accuracy navigation using TDRSS forward link communication services. In late 1994, a similar ONS experiment was performed using EP/EUV flight hardware (the ultrastable oscillator and Doppler extractor card in one of the TDRSS transponders) and ground system software to demonstrate the feasibility of using an ONS with ground station forward link communication services. This paper provides a detailed evaluation of ground station-based ONS performance of data collected over a 20 day period. The ground station ONS (GONS) experiment results are used to project the expected performance of an operational system. The GONS processes Doppler data derived from scheduled ground station forward link services using a sequential estimation algorithm enhanced by a sophisticated process noise model to provide onboard orbit and frequency determination. Analysis of the GONS experiment performance indicates that real time onboard position accuracies of better than 125 meters (1 sigma) are achievable with two or more 5-minute contacts per day for the EP/EUV 525 kilometer altitude, 28.5 degree inclination orbit. GONS accuracy is shown to be a function of the fidelity of the onboard propagation model, the frequency/geometry of the tracking contacts, and the quality of the tracking measurements. GONS provides a viable option for using autonomous navigation to reduce operational costs for upcoming spacecraft missions with moderate position accuracy requirements.

Horstkamp, G. M.↗
NASA NTRS2004

In-Flight Assessment of a Pursuit Guidance Display Format for Manually Flown Precision Instrument Approaches

In-flight evaluations of a pursuit guidance display system for manually flown precision instrument approaches were performed. The guidance system was integrated into the RASCAL JUH-60A Black Hawk helicopter. The applicability of the pursuit guidance disp1aFs to the operation of Runway Independent Aircraft (RIA) is made evident because the displays allow the pilot to fly a complex, multi-segment, descending, decelerating approach trajectory. The complex trajectory chosen for this in-flight assessment began from a downwind abeam position at 110 knots and was hand-flown to a 50 ft decision altitude at 40 knots using a rate-command/attitude-hold plus turn-coordination control system. The elements of the pursuit guidance format displayed on a 10-inch liquid crystal display (LCD) flat panel consisted of a flightpath vector and a "leader" aircraft as the pursuit guidance element. Approach guidance was based primarily on carrier-phase differential Global Positioning System (GPS) navigation, and secondarily on both medium accuracy inertial navigation unit states and air data computer states. Required Navigation Performance (RNP) concepts were applied to the construction of display elements such as lateral/vertical deviation indicators and a tunnel that indicated to the pilot, in real-time, the performance with respect to RNP error bounds. The results of the flight evaluations of the guidance display show that precise path control for operating within tight RNP boundaries (RNP 0.007NM/24ft for initial approach, RNP 0.008NM/19ft for intermediate approach, and RNP 0.002NM/9ft for final approach) is attainable with minimal to moderate pilot workload.

Moralez, Ernesto, III↗
NASA NTRS2002

Extending the ICRF to Higher Radio Frequencies

The ICRF forms the basis for all astrometry including use as the inertial coordinate system for navigating deep space missions. This frame was defined using S/X-band observations over the past 20+ years. In January 2002, the VLBA approved our proposal for observing time to extend the ICRF to K-band (24 GHz) and Q-band (43 GHz). The first step will be observations at K- and Q-bands on a subset of ICRF sources. Eventually, K- and Q-band multi-epoch observations will be used to estimate positions, flux density and source structure for a large fraction of the current S/X-band ICRF source list. This work will benefit the radio astronomy community by extending the VLBA calibrator list at these bands. In the longer term, we would also like to extend the ICRF to Ka-band (32 GHz). A celestial reference frame will be needed at this frequency to support deep space navigation. A navigation demonstration is being considered for NASA's Mars 2005 mission. The initial K- and Q-band work will serve to identify candidate sources at Ka-band for use with that mission.

Jacobs, C. S.↗
NASA NTRS1979

A digital scene matching technique for geometric image correction and autonomous navigation

A technique is described for precise registration of two images of the same area, taken under different conditions. The technique, called AUTO-MATCH, involves digital preprocessing of the images to extract edge contours, followed by a correlation of corresponding edge end points. The availability of an array of endpoints makes possible subpixed registration accuracy. The technique is applied to a system for assessment of geometric image quality, to be installed at NASA-Goddard. This system measures the registration vectors over an array of window pairs from LANDSAT images, so as to determine the distortion between them. Similar measurements could be used to infer relative positioning of the spacecraft. The technique is considered for updating the inertial navigation systems of missiles or aircraft. Scene matching between an image obtained aboard the vehicle and a stored reference can eliminate the drift of an inertial platform in order to demonstrate this capability in real time. A laboratory demonstration of AUTO-MATCH is described.

Tisdale, G. E.↗
NASA NTRSDate not supplied

Volume Raycasting of GNSS Signals through Ground Structure Lidar for UAV Navigational Guidance and Safety Estimation

Autonomous UAS navigation at low altitudes is often hindered by degradation of GNSS position estimates. The line of sight from the UAS to orbital satellites may be intersected by foliage (which attenuates the received signal) and by buildings (which block the signal). Since the geometric ray from the presumed UAS position to each GNSS satellite orbital location is predictable, if a 3D survey of ground structures is available, the degree of blockage of each GNSS signal can be estimated. In this study we show raycasting from a UAS location to GNSS satellites at two flight locations: one with overlying structures and bordered by tall trees, and another in an arboreal canyon bordered by tall trees. We confirm the intermittent blockage of satellites in the first location sufficient to lose GNSS position fix. We demonstrate low-altitude GNSS fidelity forecasting via the raycasting method at the second location that can be used to plan navigable flight locations and altitudes. Finally, we match the GNSS signal strength with raycast-derived foliage obstruction depth at hundreds of observation times from 55 recordings collected over 14 days from November 2018 to February 2021 at the second location. This matching confirms that signal attenuation varies with the depth of foliage blockage along a saturating exponential curve, as found in prior continuous-wave RF studies. The exponent and saturation value are species dependent and therefore vary from site to site; once determined empirically, they can be used to characterize foliage along a particular flight path, and refine GNSS fidelity forecasts of flights along that path. The techniques described in this study show the feasibility of a survey method to construct low-altitude navigation safety maps and forecasts.

Navigation↗
NASA NTRSDate not supplied

Lunar Surface Position Determination using Perceived Signal Strength

The purpose of this project is to evaluate the feasibility of transmitters and receivers on the lunar surface for Position Determination (PD) without any form of lunar Global Positioning System (GPS). The early Artemis program may lack GPS satellites orbiting the Moon, and it is critical that activities with the lander, rover, and crew EVA identify their position on the lunar surface at all times. This project creates a prototype system that trilaterates user position based upon the perceived signal from at least 3 nearby transmission towers, called “Lunar Access Points”. The application of perceived signal strength for surface PD has historically been used in terrestrial systems such as Long Range Navigation (LORAN), which was popular with the maritime industry prior to the Global Positioning System (GPS). The ease of installing such a local system for early Artemis missions provides a critical resource until satellite-based position determination systems are deployed. A surface-based PD can also be used in GPS-denied environments such as deep craters or lava tubes where satellite visibility is compromised. By demonstrating the basic capability of surface PD, this student team has learned about issues with power, distance, thermal, dust, radiation, data processing, and communication problems applicable to the lunar surface. This knowledge can feed into future NASA requirements to improve the capability of a LunaNET implementation for the Artemis program. This project follows 10 years of successful collaboration between NASA JSC/ARES, Texas Space, Technology, Applications and Research (T STAR) and Texas A&M University in a Public, Private, Academic (PPA) Partnership. NASA funds T STAR to mentor undergraduate Capstone teams in the College of Engineering Department to design, built, and test prototypes meeting NASA requirements. TAMU faculty lead the student teams in their academic class, and NASA Subject Matter Experts (SMEs) provide T STAR and students insight on requirements evolution, prior design projects, and future development goals.

Position Determination↗
NASA NTRS2002

System using leo satellites for centimeter-level navigation

Disclosed herein is a system for rapidly resolving position with centimeter-level accuracy for a mobile or stationary receiver [4]. This is achieved by estimating a set of parameters that are related to the integer cycle ambiguities which arise in tracking the carrier phase of satellite downlinks [5,6]. In the preferred embodiment, the technique involves a navigation receiver [4] simultaneously tracking transmissions [6] from Low Earth Orbit Satellites (LEOS) [2] together with transmissions [5] from GPS navigation satellites [1]. The rapid change in the line-of-sight vectors from the receiver [4] to the LEO signal sources [2], due to the orbital motion of the LEOS, enables the resolution with integrity of the integer cycle ambiguities of the GPS signals [5] as well as parameters related to the integer cycle ambiguity on the LEOS signals [6]. These parameters, once identified, enable real-time centimeter-level positioning of the receiver [4]. In order to achieve high-precision position estimates without the use of specialized electronics such as atomic clocks, the technique accounts for instabilities in the crystal oscillators driving the satellite transmitters, as well as those in the reference [3] and user [4] receivers. In addition, the algorithm accommodates as well as to LEOS that receive signals from ground-based transmitters, then re-transmit frequency-converted signals to the ground.

Rabinowitz, Matthew↗
NASA NTRS2003

"Virtual Cockpit Window" for a Windowless Aerospacecraft

A software system processes navigational and sensory information in real time to generate a three-dimensional-appearing image of the external environment for viewing by crewmembers of a windowless aerospacecraft. The design of the particular aerospacecraft (the X-38) is such that the addition of a real transparent cockpit window to the airframe would have resulted in unacceptably large increases in weight and cost. When exerting manual control, an aircrew needs to see terrain, obstructions, and other features around the aircraft in order to land safely. The X-38 is capable of automated landing, but even when this capability is utilized, the crew still needs to view the external environment: From the very beginning of the United States space program, crews have expressed profound dislike for windowless vehicles. The wellbeing of an aircrew is considerably promoted by a three-dimensional view of terrain and obstructions. The present software system was developed to satisfy the need for such a view. In conjunction with a computer and display equipment that weigh less than would a real transparent window, this software system thus provides a virtual cockpit window. The key problem in the development of this software system was to create a realistic three-dimensional perspective view that is updated in real time. The problem was solved by building upon a pre-existing commercial program LandForm C3 that combines the speed of flight-simulator software with the power of geographic-information-system software to generate real-time, three-dimensional-appearing displays of terrain and other features of flight environments. In the development of the present software, the pre-existing program was modified to enable it to utilize real-time information on the position and attitude of the aerospacecraft to generate a view of the external world as it would appear to a person looking out through a window in the aerospacecraft. The development included innovations in realistic horizon-limit modeling, three-dimensional stereographic display, and interfaces for utilization of data from inertial-navigation devices, Global Positioning System receivers, and laser rangefinders.

Abernathy, Michael F.↗
NASA NTRS1975

Position accuracy of aircraft area navigation systems and the effect of system parameters

The steady-state solution to the stochastic differential equation describing the error covariance matrix for a simplified area navigation system has been obtained. The solution shows that nominal error deviations of less than 1.0 nmi are feasible for a DME system. The manner in which estimates are affected by range, air data system accuracy, measurement time interval, and gust deviations, and their impacts on the area navigation system are discussed.

Foudriat, E. C.↗
DOE OSTI2025

Simultaneous Celestial Navigation

GPS technology is used in a multitude of applications around the world for navigation. However, GPS can be contested or denied and thus alternatives to GPS are needed for positioning in high-consequence systems. This project investigates a non-RF based method to produce an estimated geolocation using stellar/celestial measurements in combination with measurements from inclinometers and a real time clock. The initial iteration of this method, developed in FY20/21, achieved an estimated location accuracy within approximately 3 kilometers of the true location with a 3-sigma bound of about 8 kilometers. The next iteration aims to enhance this technology further, targeting an estimation accuracy within 100 meters of the true location, representing a 30-fold improvement over the initial method.

42 ENGINEERING↗
NASA NTRS1995

Differenced Range Versus Integrated Doppler (DRVID) ionospheric analysis of metric tracking in the Tracking and Data Relay Satellite System (TDRSS)

The Differenced Range (DR) Versus Integrated Doppler (ID) (DRVID) method exploits the opposition of high-frequency signal versus phase retardation by plasma media to obtain information about the plasma's corruption of simultaneous range and Doppler spacecraft tracking measurements. Thus, DR Plus ID (DRPID) is an observable independent of plasma refraction, while actual DRVID (DR minus ID) measures the time variation of the path electron content independently of spacecraft motion. The DRVID principle has been known since 1961. It has been used to observe interplanetary plasmas, is implemented in Deep Space Network tracking hardware, and has recently been applied to single-frequency Global Positioning System user navigation This paper discusses exploration at the Goddard Space Flight Center (GSFC) Flight Dynamics Division (FDD) of DRVID synthesized from simultaneous two-way range and Doppler tracking for low Earth-orbiting missions supported by the Tracking and Data Relay Satellite System (TDRSS) The paper presents comparisons of actual DR and ID residuals and relates those comparisons to predictions of the Bent model. The complications due to the pilot tone influence on relayed Doppler measurements are considered. Further use of DRVID to evaluate ionospheric models is discussed, as is use of DRPID in reducing dependence on ionospheric modeling in orbit determination.

Radomski, M. S.↗
NASA NTRS1994

SATS: Small, Automated Tracking System - - Elements of a Better System for Satellite Tracking and Telemetry

JPL has been exploring applications of precise Global Positioning System (GPS) techniques to navigation and data communication for Earth orbiting spacecraft. GPS tracking can be exploited in several different ways, depending on the orbital altitude of the spacecraft of interest, to support orbit and trajectory determination. At low-Earth orbits below 3000 km, 'upwards-looking' GPS tracking analogous to ground-based GPS tracking can be used to provide real-time orbit determination for navigation. At Earth orbiting altitudes between 3000 km and 8000 km, visibility of GPS rapidly decreases and it becomes advantageous to add a nadir pointing antenna in order to continuously see enough GPS signals to navigate an orbiter. For orbits above 8000 km, JPL has developed the GPS-like tracking (GLT) technique which dispenses with the on-board GPS receiver in favor of a transmitting beacon whose phase is tracked, simultaneously with normal GPS signals, by a ground network of 'enhanced' GPS receivers. The systems referred to above all have the potential to provide inexpensive and autonomous navigation/orbit production and, in some cases, integrated data communication for a wide class of Earth orbiters and should be of interest to designers of NASA, military, and commercial space systems.

GPS Global Positioning System navigation spacecraf↗
NASA NTRS1983

Relative-datum Loran navigation

For short range navigation around an airport, there are operational and computational advantages in changing the reference frame for Loran navigation of the normal latitude-longitude frame to a tangential local reference plane. This is called ""Relative Datum Loran Navigation'' since it is centered at a selected reference point (such as a runway touchdown point) whose time differences (TD's) in a given Loran grid accurately surveyed. If the receiver TD's are related to this datum to produce a relative TD (delta TD), the computation of its position in the x,y local reference plane can be computed easily using two linked linear equations which have four known constant coefficients. The TD's of all touchdown points and these four coefficients in order to provide x,y in local reference planes related to each runway can be stored.

Elias, A.↗
NASA NTRS2010

Assessment of Spatial Navigation and Docking Performance During Simulated Rover Tasks

INTRODUCTION: Following long-duration exploration transits, pressurized rovers will enhance surface mobility to explore multiple sites across Mars and other planetary bodies. Multiple rovers with docking capabilities are envisioned to expand the range of exploration. However, adaptive changes in sensorimotor and cognitive function may impair the crew s ability to safely navigate and perform docking tasks shortly after transition to the new gravitoinertial environment. The primary goal of this investigation is to quantify post-flight decrements in spatial navigation and docking performance during a rover simulation. METHODS: Eight crewmembers returning from the International Space Station will be tested on a motion simulator during four pre-flight and three post-flight sessions over the first 8 days following landing. The rover simulation consists of a serial presentation of discrete tasks to be completed within a scheduled 10 min block. The tasks are based on navigating around a Martian outpost spread over a 970 sq m terrain. Each task is subdivided into three components to be performed as quickly and accurately as possible: (1) Perspective taking: Subjects use a joystick to indicate direction of target after presentation of a map detailing current orientation and location of the rover with the task to be performed. (2) Navigation: Subjects drive the rover to the desired location while avoiding obstacles. (3) Docking: Fine positioning of the rover is required to dock with another object or align a camera view. Overall operator proficiency will be based on how many tasks the crewmember can complete during the 10 min time block. EXPECTED RESULTS: Functionally relevant testing early post-flight will develop evidence regarding the limitations to early surface operations and what countermeasures are needed. This approach can be easily adapted to a wide variety of simulated vehicle designs to provide sensorimotor assessments for other operational and civilian populations.

Wood, S. J.↗