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The Palomar Testbed Interferometer (PTI) has been used for several years with a 110 m baseline, at 2.2 pm observing wavelength.
This paper gives an overview of the Micro-Precision Interferometer (MIP) testbed and its major achievements to date related to mitigating risk for future spaceborne optical interferometer missions.
The Palomar Testbed Interferometer (PTI) is a long-basline infrared interferometer located at Palomar Observatory, California.
The main testbed objective is to demonstrate nanometer class stability of fringes in the dim star, or science, interferometer while using path length & angle feed-forward control, and while the instrument is integrated atop a flight-like flexible structure. This document addresses completion of the Path Length Feed Forward milestone, which requires at least 40 dB of external delay rejection at some frequency between 0.1 and 1.0 Hz.
The Space Interferometry Mission (SIM) scheduled for launch in early 2010, is an optical interferometer that will perform narrow angle and global wide angle astrometry with unprecedented accuracy, providing differential position accuracies of 1uas, and 4uas global accuracies in position, proper motion and parallax. The astrometric observations of the SIM instrument are performed via delay measurements provided by three Michelson-type, white light interferometers. Two 'guide' interferometers acquire fringes on bright guide stars in order to make highly precise measurements of variations in spacecraft attitude, while the third interferometer performs the science measurement. SIM derives its performance from a combination of precise fringe measurements of the interfered starlight (a few ten-thousandths of a wave) and very precise (tens of picometers) relative distance measurements made between a set of fiducials. The focus of the present paper is on the development and analysis of algorithms for accurate white light estimation, and on validating some of these algorithms on the MicroArcsecond Testbed.
I am assisting the NEXUS (NEXtbUS) and ISAAC (Instrument ShAred Artifact for Computing) teams in achieving a highly reusable, highly configurable FPGA (Field Programmable Gate Array) system which uses a unified, high-speed bus standard. One of my tasks is to verify that all new ISAAC iBoards features are functioning as expected by using my previous builds to test these features and resolving any errors found. My other task is to investigate and implement the RapidIO protocol and to implement it onto the new ISAAC iBoards to be used in the NEXUS testbed. Completing these tasks will demonstrate the potential of both NEXUS and ISAAC technology. This will allow others to see the power in making use of a unified, modular system.
Large aperture telescope commonly features segment mirrors and a coarse phasing step is needed to bring these individual segments into the fine phasing capture range. Dispersed Fringe Sensing (DFS) is a powerful coarse phasing technique and its alteration is currently being used for JWST.An Advanced Dispersed Fringe Sensing (ADFS) algorithm is recently developed to improve the performance and robustness of previous DFS algorithms with better accuracy and unique solution. The first part of the paper introduces the basic ideas and the essential features of the ADFS algorithm and presents the some algorithm sensitivity study results. The second part of the paper describes the full details of algorithm validation process through the advanced wavefront sensing and correction testbed (AWCT): first, the optimization of the DFS hardware of AWCT to ensure the data accuracy and reliability is illustrated. Then, a few carefully designed algorithm validation experiments are implemented, and the corresponding data analysis results are shown. Finally the fiducial calibration using Range-Gate-Metrology technique is carried out and a <10nm or <1% algorithm accuracy is demonstrated.
At the NASA Armstrong Flight Research Center research is being conducted into flight control technologies that will enable the next generation of air and space vehicles. The Full Scale Advanced Systems Testbed (FAST) aircraft provides a laboratory for flight exploration of these technologies. In recent years novel but simple adaptive architectures for aircraft and rockets have been researched along with control technologies for improving aircraft fuel efficiency and control structural interaction. This presentation outlines the FAST capabilities and provides a snapshot of the research accomplishments to date. Flight experimentation allows a researcher to substantiate or invalidate their assumptions and intuition about a new technology or innovative approach Data early in a development cycle is invaluable for determining which technology barriers are real and which ones are imagined Data for a technology at a low TRL can be used to steer and focus the exploration and fuel rapid advances based on real world lessons learned It is important to identify technologies that are mature enough to benefit from flight research data and not be tempted to wait until we have solved all the potential issues prior to getting some data Sometimes a stagnated technology just needs a little real world data to get it going One trick to getting data for low TRL technologies is finding an environment where it is okay to take risks, where occasional failure is an expected outcome Learning how things fail is often as valuable as showing that they work FAST has been architected to facilitate this type of testing for control system technologies, specifically novel algorithms and sensors Rapid prototyping with a quick turnaround in a fly-fix-fly paradigm Sometimes it's easier and cheaper to just go fly it than to analyze the problem to death The goal is to find and test control technologies that would benefit from flight data and find solutions to the real barriers to innovation. The FAST vehicle is a flexible laboratory for nascent technologies that would benefit from early life cycle flight research data It provides a robust and safe environment where innovative techniques can be explored in a fly-fix-fly rapid prototyping paradigm IRAC Simple adaptive control technologies can provide real benefits without undo complexity Adverse pilot/adaptive system interactions can be mitigated and tools have been developed to evaluate those interactions ICP Substantial fuel savings can be achieved over a broad range of vehicles and configurations with intelligent control solutions LVAC The AAC design is robust and effective for the SLS mission, and promises to provide benefits to other platforms as well OCLA Hopefully will show that structural feedback can be seamlessly integrated with performance and stability objectives All of these control technologies have been implemented into the same baseline control law and could be combined into one control solution that answers many pressing questions for modern vehicle configurations
Ever since Explorer-1, the United States' first Earth satellite, was developed and launched in 1958, JPL has developed many more spacecraft, including landers and orbiters. While these spacecraft vary greatly in their missions, capabilities,and destination, they all have something in common. All of the components of these spacecraft had to be comprehensively tested. While thorough testing is important to mitigate risk, it is also a very expensive and time consuming process. Thankfully,since virtually all of the software testing procedures for SMAP are computer controlled, these procedures can be automated. Most people testing SMAP flight software (FSW) would only need to write tests that exercise specific requirements and then check the filtered results to verify everything occurred as planned. This gives developers the ability to automatically launch tests on the testbed, distill the resulting logs into only the important information, generate validation documentation, and then deliver the documentation to management. With many of the steps in FSW testing automated, developers can use their limited time more effectively and can validate SMAP FSW modules quicker and test them more rigorously. As a result of the various benefits of automating much of the testing process, management is considering this automated tools use in future FSW validation efforts.
The SMART-NAS Testbed for Safe Trajectory Based Operations Project will deliver an evaluation capability, critical to the ATM community, allowing full NextGen and beyond-NextGen concepts to be assessed and developed. To meet this objective a strong focus will be placed on concept integration and validation to enable a gate-to-gate trajectory-based system capability that satisfies a full vision for NextGen. The SMART-NAS for Safe TBO Project consists of six sub-projects. Three of the sub-projects are focused on exploring and developing technologies, concepts and models for evolving and transforming air traffic management operations in the ATM+2 time horizon, while the remaining three sub-projects are focused on developing the tools and capabilities needed for testing these advanced concepts. Function Allocation, Networked Air Traffic Management and Trajectory Based Operations are developing concepts and models. SMART-NAS Test-bed, System Assurance Technologies and Real-time Safety Modeling are developing the tools and capabilities to test these concepts. Simulation and modeling capabilities will include the ability to assess multiple operational scenarios of the national airspace system, accept data feeds, allowing shadowing of actual operations in either real-time, fast-time and/or hybrid modes of operations in distributed environments, and enable integrated examinations of concepts, algorithms, technologies, and NAS architectures. An important focus within this project is to enable the development of a real-time, system-wide safety assurance system. The basis of such a system is a continuum of information acquisition, analysis, and assessment that enables awareness and corrective action to detect and mitigate potential threats to continuous system-wide safety at all levels. This process, which currently can only be done post operations, will be driven towards "real-time" assessments in the 2035 time frame.
This work presents an overview of the This work presents an overview of the Segmented Aperture Interferometric Nulling Testbed (SAINT), a project that will pair an actively-controlled macro-scale segmented mirror with the Visible Nulling Coronagraph (VNC). SAINT will incorporate the VNCs demonstrated wavefront sensing and control system to refine and quantify the end-to-end system performance for high-contrast starlight suppression. This pathfinder system will be used as a tool to study and refine approaches to mitigating instabilities and complex diffraction expected from future large segmented aperture telescopes., a project that will pair an actively-controlled macro-scale segmented mirror with the Visible Nulling Coronagraph (VNC). SAINT will incorporate the VNCs demonstrated wavefront sensing and control system to refine and quantify the end-to-end system performance for high-contrast starlight suppression. This pathfinder system will be used as a tool to study and refine approaches to mitigating instabilities and complex diffraction expected from future large segmented aperture telescopes.
We generate and tabulate reflectance values of the Stokes parameters I, Q, and U of upwelling radiance just above a rough ocean surface and at the top of the atmosphere (TOA) for 100 scattering geometries, four atmosphere-ocean systems, and four wavelengths. The atmosphere-ocean systems increase in complexity from (a) a molecular atmosphere above a rough ocean surface (AOS-I model); to (b) a pure water body below a rough ocean surface (AOS-II model); to (c) a fully-coupled simple atmosphere-ocean system (AOS-III model) containing a molecular atmosphere, rough ocean surface, and pure water; to (d) a fully-coupled complex atmosphere-ocean system (AOS-IV model) that includes scattering by molecules, rough ocean surface, pure water, and hydrosols. Our wavelengths (350, 450, 550, and 650 nm) capture the ultraviolet-visible range. Our tables provide radiative transfer (RT) testbed results for atmosphere-ocean systems with an accuracy that surpasses the measurement accuracy of state-of-the-art polarimeters. To validate the accuracy of these tables we performed computations using three independent RT codes that provide deterministic numerical solutions for the RT equation. The agreement is 10(exp –5) for AOS-IV model, and 10(exp –6) for the other models. The degree of linear polarization computed by these RT codes differs by ≤0.2% for 15 isolated cases of tabulated reflectance values, and by ≤0.1% for all remaining cases. We also provide comparisons with results obtained by a stochastic RT code for AOS-I model. The agreement between the deterministic and stochastic results for this model is 10(exp –5) at TOA, and 10(exp –6) above the ocean surface.
This paper describes the relationship between the Space Interferometer Mission (SIM) and the MicroArcsecond Measurment Testbed (MAM). MAM is necessary because differences exist between starlight and the metrology measurements through the SIM instrument optical path.
SIM System Testbed 3 (STB3) features three optical interferometers sharing a common baseline, as a dynamic representation of the SIM instrument. An artificial star feeding the interferometers is installed on a separate optics bench. All three interferometers use photons captured by avalanche photo diodes (APDs) to measure the position and quality of fringes, and additional pointing precision is achieved by fast steering mirrors (FSMs) that keep the star images centered on the beam combining optics using a CCD camera. Each interferometer uses internal metrology to measure changes in its optical pathlength. External metrology beams measure changes in the baseline vector. This system acquires and tracks white light fringes with one interferometer, while the other two acquire and track laser light fringes representing the bright guide stars that will be used by SIM. The white light source represents a dim star that cannot supply enough photons for the Science interferometer to lock onto fringes in closed-loop mode; instead it operates open-loop, using pathlength corrections fed to it from the two guide interferometers and the external metrology subsystem to reject disturbances and maintain the fringes. This tracking mode is known as Pathlength Feed Forward (PFF). The precise real-time behavior required to achieve this result is implemented by a complex set of interacting software control loops. This paper describes how these loops take advantage of the benefits of the RTC Core architecture, and how they work together to accomplish STB3's objectives.
The Space Interferometer Mission Testbed III (STB-3) is part of the Space Interferometer Mission (SIM) project that is being developed at the Jet Propulsion Laboratory.
The paper presents a partial account of control lessons learned during the development of the Micro-Precision Interferometer (MIP) testbed.
By differencing carrier phase measurements from multiple antennas, a global positioning systems (GPS) reciever can determine the attitude of a coordinate frame defined by the antenna baselines. This paper examines the potential role of such a capability within spacecraft avionics. The applications served by current GPS capabilities are identified. Architectural options are considered, and a baseline which satisfies the needs of most applications is defined. The majority of this paper then focuses on the prototyping of this baseline architecture within the Jet Propulsion Laboratory's (JPL's) Flight System Testbed (FST). The test setup is described, and test results are presented. The paper closes with an analysis of the limiting factors in the GPS based altitude determination error budget, a forecast of future capabilities, and a discussion of the advances that will be required to achieve those capabilities.
The Micro Arcsecond Metrology Testbed (MAM) is a laboratory-based, long baseline, white-light interferometer inside a vibration-isolated vacuum tank.