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At least 343 records · Page 19
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NASA NTRSDate not supplied

Development of a Safety Hazards Risk Assessment Tool for Uncrewed Aircraft System Traffic Management during Preflight Planning

Tremendous growth in the uncrewed and remotely piloted vehicle market is expected in low-altitude, uncontrolled airspace, resulting in potential decreases in safety without systems that support monitoring, assessing, and mitigating risk. At NASA, the System-Wide Safety (SWS) project has been developing a suite of data-driven tools to predict hazards so that the potential risks that these hazards pose can be mitigated. Services to predict various hazards have been developed, including battery capacity, proximity to static obstacles, population risks, global positioning system signal strength, radio frequency spectrum interference risk, and vertiport congestion. These services can monitor hazards along a flight path and if any risks posed by these hazards exceed a threshold, the uncrewed aircraft system (UAS) fleet manager can be alerted to mitigate the risk by modifying the flight path, changing the scheduled departure or arrival times, and/or diverting the vehicle to an alternate vertiport. These services were originally developed to monitor and assess risks during flight, but they have been adapted to assess hazard risks prior to departure so that a fleet manager can evaluate the potential risks for a fleet of UAS along their planned flight paths. These services have been integrated into a prototype tool called the Supplemental Data Service Provider-Consolidated Dashboard (SDSP-CD), developed at NASA Ames Research Center. The tool consists of a dashboard which provides a comprehensive overview for a number of risks and a map display that shows the details of the hazards along each flight’s path. Based on the findings from three previous studies, the SDSP-CD has been updated with new design elements and functions. In this paper, we describe lessons learned from the previous studies, changes made to the interface, and the feedback received during a follow-up usability study. Overall, participants reported that there is a substantial benefit of having a fleet manager use a consolidated dashboard to assess hazards for the vehicles in their fleet and to provide situational awareness to potential risks so that they can be mitigated prior to flight. Once the SDSP-CD matures, it will need to be integrated into flight and mission planning tools. Some initial thoughts on how this integration should be accomplished are shared in this paper. Finally, the functional differences between preflight vs. in-flight risk assessment and the differences in fleet manager vs. UAS pilot roles that may require different information and user interactions are discussed.

preflight↗
NASA NTRS1980

Goldstone radio spectrum protection

Potential electromagnetic interference to the Goldstone tracking receivers due to neighboring military installations is discussed. Coordination of the military and NASA Goldstone activities in the Mojave Desert area is seen to be an effective method to protect the Goldstone radio spectrum while maintaining compatible operations for the military and Goldstone.

Gaudian, B. A.↗
NASA NTRS1990

Solar emission levels at low radio frequencies

Solar radio emission could seriously interfere with observations made by a low frequency (1 to 10 MHz) array in space. International Sun-Earth Explorer (ISEE-3) radio data were used to determine solar emission level. The results indicate that solar emission should seriously disturb less than ten percent of the data, even during the years of solar maximum. Thus it appears that solar emission should not cause a disastrous loss of data. The information needed to design procedures to excise solar interference from the data produced by any low-frequency array is provided.

Erickson, W. C.↗
NASA NTRS2007

Wireless Data-Acquisition System for Testing Rocket Engines

A prototype wireless data-acquisition system has been developed as a potential replacement for a wired data-acquisition system heretofore used in testing rocket engines. The traditional use of wires to connect sensors, signal-conditioning circuits, and data acquisition circuitry is time-consuming and prone to error, especially when, as is often the case, many sensors are used in a test. The system includes one master and multiple slave nodes. The master node communicates with a computer via an Ethernet connection. The slave nodes are powered by rechargeable batteries and are packaged in weatherproof enclosures. The master unit and each of the slave units are equipped with a time-modulated ultra-wide-band (TMUWB) radio transceiver, which spreads its RF energy over several gigahertz by transmitting extremely low-power and super-narrow pulses. In this prototype system, each slave node can be connected to as many as six sensors: two sensors can be connected directly to analog-to-digital converters (ADCs) in the slave node and four sensors can be connected indirectly to the ADCs via signal conditioners. The maximum sampling rate for streaming data from any given sensor is about 5 kHz. The bandwidth of one channel of the TM-UWB radio communication system is sufficient to accommodate streaming of data from five slave nodes when they are fully loaded with data collected through all possible sensor connections. TM-UWB radios have a much higher spatial capacity than traditional sinusoidal wave-based radios. Hence, this TM-UWB wireless data-acquisition can be scaled to cover denser sensor setups for rocket engine test stands. Another advantage of TM-UWB radios is that it will not interfere with existing wireless transmission. The maximum radio-communication range between the master node and a slave node for this prototype system is about 50 ft (15 m) when the master and slave transceivers are equipped with small dipole antennas. The range can be increased by changing to larger antennas and/or greater transmission power. The battery life of a slave node ranges from about six hours during operation at full capacity to as long as three days when the system is in a "sleep" mode used to conserve battery charge during times between setup and rocket-engine testing. Batteries can be added to prolong operational lifetimes. The radio transceiver dominates the power consumption.

Lin, Chujen↗
NASA NTRS2004

Graphical Analysis of B-737 Airplane Pathloss Data for GPS and Evaluation of Coupling Mitigation Techniques

The use of Portable Electronic Devices (PEDs) onboard commercial airliners is considered to be desirable for many passengers, However, the possibility of Electromagnetic Interference (EMI) caused by these devices may affect flight safety. PEDs may act as transmitters, both intentional and unintentional, and their signals may be detected by the various navigation and communication radios onboard the aircraft. Interference Pathloss (IPL) is defined as the measurement of the radiated field coupling between passenger cabin locations and aircraft communication and navigation receivers, via their antennas. This paper first focuses on IPL measurements for GPS, taken on an out-of-service United Airlines B-737-200. IPL pattern symmetry is verified by analyzing data obtained on the windows of the Port as well as the Starboard side of the aircraft. Further graphical analysis is performed with the door and exit seams sealed with conductive tape in order to better understand the effects of shielding on IPL patterns. Shielding effects are analyzed from window data for VHF and LOC systems. In addition the shielding benefit of applying electrically conductive film to aircraft windows is evaluated for GPS and TCAS systems.

Jafri, Madiha J.↗
NASA NTRS1976

Omega navigation for general aviation

A 70-hour flight test evaluation of an Omega navigation system was performed using a Piper Cherokee 180, to determine the feasibility of Omega for worldwide general aviation navigation. Measurements were made of position accuracy, noise phenomena, and signal to noise ratio. It was found that Omega accuracy is essentially insensitive to local geography, but that there are isolated local interference phenomena associated with radio transmitters, although the strongest noise source observed was due to the onboard power source for the VHF comm/nav radio. An occurrence of lane jumps was observed when attempting to navigate with one weak station.

Hollister, W. M.↗
NASA NTRS1977

Very-high-resolution far-infrared measurements of atmospheric emission from aircraft

Instrument problems and technical results are discussed for an experiment in which an absolute spectrometric radiometer was flown aboard a NASA aircraft at altitudes of 33,000 to 41,000 ft to measure atmospheric emission in the spectral range from 5 to 40 kaysers with a resolution of about 0.03 kayser apodized. The instrument used was actually a polarizing interferometer, and the atmosphere was observed at fixed zenith angles constant to within plus or minus 0.1 deg. The only problem noted was the spoilage of some interferograms by spikes due to electrical interference from the aircraft radio transmission system. A spectrum of the atmospheric-emission brightness temperature obtained with real-time calibration is examined, and the spectral resolution, S/N ratio, and total instrument efficiency are evaluated. The experimental S/N ratio is estimated to be between 40 and 100.

Carli, B.↗
NASA NTRS2005

UWB EMI To Aircraft Radios: Field Evaluation on Operational Commercial Transport Airplanes

Ultrawideband (UWB) transmitters may soon be integrated into a wide variety of portable electronic devices (PEDs) that passengers routinely carry on board commercial airplanes. Airlines and the FAA will have difficulty controlling passenger use of UWB transmitters during flights with current airline policies and existing wireless product standards. The aeronautical community is concerned as to whether evolving FCC UWB rules are adequate to protect legacy and emerging aeronautical radio systems from electromagnetic interference (EMI) from emerging UWB products. To address these concerns, the NASA Office of Space Communications and Chief Spectrum Managers assembled a multidisciplinary team from NASA LaRC, NASA JPL, NASA ARC, FAA, United Airlines, Sky West Airlines, and Eagles Wings Inc. to carry out a comprehensive series of tests aimed at determining the nature and extent of any EMI to aeronautical communication and navigation systems from UWB devices meeting FCCapproved and proposed levels for unlicensed handheld transmitters.

Oria, A. J.↗
NASA NTRS2013

Piezoelectrically Initiated Pyrotechnic Igniter

This innovation consists of a pyrotechnic initiator and piezoelectric initiation system. The device will be capable of being initiated mechanically; resisting initiation by EMF, RF, and EMI (electromagnetic field, radio frequency, and electromagnetic interference, respectively); and initiating in water environments and space environments. Current devices of this nature are initiated by the mechanical action of a firing pin against a primer. Primers historically are prone to failure. These failures are commonly known as misfires or hang-fires. In many cases, the primer shows the dent where the firing pin struck the primer, but the primer failed to fire. In devices such as "T" handles, which are commonly used to initiate the blowout of canopies, loss of function of the device may result in loss of crew. In devices such as flares or smoke generators, failure can result in failure to spot a downed pilot. The piezoelectrically initiated ignition system consists of a pyrotechnic device that plugs into a mechanical system (activator), which on activation, generates a high-voltage spark. The activator, when released, will strike a stack of electrically linked piezo crystals, generating a high-voltage, low-amperage current that is then conducted to the pyro-initiator. Within the initiator, an electrode releases a spark that passes through a pyrotechnic first-fire mixture, causing it to combust. The combustion of the first-fire initiates a primary pyrotechnic or explosive powder. If used in a "T" handle, the primary would ramp the speed of burn up to the speed of sound, generating a shock wave that would cause a high explosive to go "high order." In a flare or smoke generator, the secondary would produce the heat necessary to ignite the pyrotechnic mixture. The piezo activator subsystem is redundant in that a second stack of crystals would be struck at the same time with the same activation force, doubling the probability of a first strike spark generation. If the first activation fails to ignite, the device is capable of multiple attempts. Another unique aspect is in the design of the pyrotechnic device. There is an electrode that aids the generation of a directed spark and the use of a conductive matrix to support the first-fire material so that the spark will penetrate to the second electrode.

Quince, Asia↗
NASA NTRS2018

Commissioning of NASA's 3rd Generation Tracking and Data Relay Satellites (TDRS KLM)

In the summer of 2017, the third and final spacecraft of the 3rd generation of the Tracking and Data Relay Satellites (TDRS) launched aboard an Atlas V rocket from Complex 41 on the Eastern Test Range. Finishing final testing and integration in the first quarter of 2018, the TDRS-M communication and navigation satellite completes a constellation that began service in the early 1980s. The 3rd generation of spacecraft, TDRS-K, L, and M, not only provided beneficial systems engineering lessons in handling anomalous Radio Frequency and Doppler interference as well as integrating new spacecraft into an aging ground support infrastructure, but also supplies NASA with a valuable test bed for new operational concepts and technologies useful in defining the future architecture of the NASA Space Network. This paper presents an overview of the TDRS-K, L, and M missions, including transfer orbit, Level 5 bus and payload testing, and finally NASA-led Level 6 testing, which includes active TDRS System (TDRSS) users. Highlights include relevant testing results, commissioning challenges, and lessons learned. The final discussion includes a brief overview of future NASA communication and navigation technologies and network architectures.

Data Relay↗
NASA NTRS2023

Sources of L-Band RFI Determined From Kurtosis Using the SMAP Radiometer

Among the parameters of the signal measured by the SMAP radiometer to identify RFI is kurtosis which indicates the departure of the received signal from a gaussian distribution and therefor helpful in identifying RFI. But the kurtosis has the potential to provide additional information. This manuscript reports results of an investigation examining the connection between the level of kurtosis (K) and the characteristics of the source of the RFI. It is shown, for example, that the level of can be used to distinguish the short pulse, relatively wideband RFI associated with radar from the narrow bandwidth signals associated with faulty consumer electronics.

Radio Frequency Interference↗
NASA NTRS1972

Virginia precipitation scatter experiment: Experiment description

A year's statistical data were acquired for the purposed of refining existing coordination procedures for the sharing of common frequency allocations between terrestrial and space services. The measurement program was conducted between October 3, 1970 and October 2, 1971, to empirically determine the cumulative distributions of scattering cross section per unit volume of hydrometeors at heights up to 9 km above the surface and of rain rate at the surface. The measurements were made in southeastern Virginia using a bistatic, continuous-wave, vertically polarized radar system operating at S- and X-band frequencies and tipping-bucket rain gages. The bistatic radar system was configured to represent an interference situation between a radio-relay system and a space communication system Earth terminal; the results may be interpreted as measured distributions of transmission loss for interference due to rain. A description of the experiment and equipment is included.

Levine, E.↗