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NASA NTRS2018

ADS-B Mixed sUAS and NAS System Capacity Analysis and DAA Performance

Automatic Dependent Surveillance-Broadcast (ADS-B) technology was introduced more than twenty years ago to improve surveillance within the US National Airspace Space (NAS) as well as in many other countries. Via the NextGen initiative, implementation of ADS-B technology across the US is planned in stages between 2012 and 2025. ADS-B's automatic one second epoch packet transmission exploits on-board GPS-derived navigational information to provide position information, as well as other information including vehicle identification, ground speed, vertical rate and track angle. The purpose of this technology is to improve surveillance data accuracy and provide access to better situational awareness to enable operational benefits such as shorter routes, reduced flight time and fuel burn, and reduced traffic delays, and to allow air traffic controllers to manage aircraft with greater safety margins. Other than the limited amount of information bits per packet that can be sent, ADS-B's other hard-limit limitation is capacity. Small unmanned aircraft systems (sUAS) can utilize limited ADS-B transmission power, in general, thus allowing this technology to be considered for use within a combined NAS and sUAS environment, but the potential number and density of sUAS predicted for future deployment calls into question the ability of ADS-B systems to meet the resulting capacity requirement. Hence, studies to understand potential limitations of ADS-B to fulfill capacity requirements in various sUAS scenarios are of great interest. In this paper we, validate/improve on, previous work performed by the MITRE Corporation concerning sUAS power and capacity in a sUAS and General Aviation (GA) mixed environment. In addition, we implement its inherent media access control layer capacity limitations which was not shown in the MITRE paper. Finally, a simple detect and avoid (DAA) algorithm is implemented to display that ADS-B technology is a viable technology for a mixed NAS/sUAS environment even in proposed larger mixed density environments.

Matheou, Konstantin J.↗
NASA NTRS2018

ADS-B Mixed sUAS and NAS System Capacity Analysis and DAA Performance

Automatic Dependent Surveillance-Broadcast (ADS-B) technology was introduced more than twenty years ago to improve surveillance within the US National Airspace Space (NAS) as well as in many other countries. Via the NextGen initiative, implementation of ADS-B technology across the US is planned in stages between 2012 and 2025. ADS-B's automatic one second epoch packet transmission exploits on-board GPS-derived navigational information to provide position information, as well as other information including vehicle identification, ground speed, vertical rate and track angle. The purpose of this technology is to improve surveillance data accuracy and provide access to better situational awareness to enable operational benefits such as shorter routes, reduced flight time and fuel burn, and reduced traffic delays, and to allow air traffic controllers to manage aircraft with greater safety margins. Other than the limited amount of information bits per packet that can be sent, ADS-B's other hard-limit limitation is capacity. Small unmanned aircraft systems (sUAS) can utilize limited ADS-B transmission power, in general, thus allowing this technology to be considered for use within a combined NAS and sUAS environment, but the potential number and density of sUAS predicted for future deployment calls into question the ability of ADS-B systems to meet the resulting capacity requirement. Hence, studies to understand potential limitations of ADS-B to fulfill capacity requirements in various sUAS scenarios are of great interest. In this paper we, validate/improve on, previous work performed by the MITRE Corporation concerning sUAS power and capacity in a sUAS and General Aviation (GA) mixed environment. In addition, we implement its inherent media access control layer capacity limitations which was not shown in the MITRE paper. Finally, a simple detect and avoid (DAA) algorithm is implemented to display that ADS-B technology is a viable technology for a mixed NAS/sUAS environment even in proposed larger mixed density environments.

Matheou, Konstantin↗
NASA NTRS1999

Flight Test Results: CTAS Cruise/Descent Trajectory Prediction Accuracy for En route ATC Advisories

The Center/TRACON Automation System (CTAS), under development at NASA Ames Research Center, is designed to assist controllers with the management and control of air traffic transitioning to/from congested airspace. This paper focuses on the transition from the en route environment, to high-density terminal airspace, under a time-based arrival-metering constraint. Two flight tests were conducted at the Denver Air Route Traffic Control Center (ARTCC) to study trajectory-prediction accuracy, the key to accurate Decision Support Tool advisories such as conflict detection/resolution and fuel-efficient metering conformance. In collaboration with NASA Langley Research Center, these test were part of an overall effort to research systems and procedures for the integration of CTAS and flight management systems (FMS). The Langley Transport Systems Research Vehicle Boeing 737 airplane flew a combined total of 58 cruise-arrival trajectory runs while following CTAS clearance advisories. Actual trajectories of the airplane were compared to CTAS and FMS predictions to measure trajectory-prediction accuracy and identify the primary sources of error for both. The research airplane was used to evaluate several levels of cockpit automation ranging from conventional avionics to a performance-based vertical navigation (VNAV) FMS. Trajectory prediction accuracy was analyzed with respect to both ARTCC radar tracking and GPS-based aircraft measurements. This paper presents detailed results describing the trajectory accuracy and error sources. Although differences were found in both accuracy and error sources, CTAS accuracy was comparable to the FMS in terms of both meter-fix arrival-time performance (in support of metering) and 4D-trajectory prediction (key to conflict prediction). Overall arrival time errors (mean plus standard deviation) were measured to be approximately 24 seconds during the first flight test (23 runs) and 15 seconds during the second flight test (25 runs). The major source of error during these tests was found to be the predicted winds aloft used by CTAS. Position and velocity estimates of the airplane provided to CTAS by the ATC Host radar tracker were found to be a relatively insignificant error source for the trajectory conditions evaluated. Airplane performance modeling errors within CTAS were found to not significantly affect arrival time errors when the constrained descent procedures were used. The most significant effect related to the flight guidance was observed to be the cross-track and turn-overshoot errors associated with conventional VOR guidance. Lateral navigation (LNAV) guidance significantly reduced both the cross-track and turn-overshoot error. Pilot procedures and VNAV guidance were found to significantly reduce the vertical profile errors associated with atmospheric and aircraft performance model errors.

Green, S.↗
NASA NTRS2010

Assessment of Prone Positioning of Restrained, Seated Crewmembers in a Post Landing Stable 2 Orion Configuration

During the Orion landing and recovery subsystem design review, June 2009, it was noted that the human system and various vehicle systems, the environmental control and life support (ECLSS) and guidance, navigation and control (GN&C) systems for example, are negatively affected by Orion assuming a stable 2 (upside down; Figure A) configuration post landing. The stable 2 configuration is predicted to occur about 50% of the time based on Apollo landing data and modeling of the current capsule. The stable 2 configuration will be countered by an active up-righting system (crew module up-righting system; CMUS). Post landing balloons will deploy and inflate causing the vehicle to assume or maintain the stable 1 (up-right; Figure B) configuration. During the design review it was proposed that the up-righting system could be capable of righting the vehicle within 60 seconds. However, this time limit posed a series of constraints on the design which made it less robust than desired. The landing and recovery subsystem team requested an analysis of Orion vehicle systems as well as the human system with regard to the effect of stable 2 in order to determine if an up-righting response time greater than 60 seconds could be tolerated. The following report focuses on the assessment of the human system in the posture assumed when Orion is in the stable 2 configuration. Stable 2 will place suited, seated, and restrained crewmembers in a prone (facedown), head-up position for a period of time dependent on the functionality of the up-righting systems, ability of the crew to release themselves from the seat and restraints, and/or time to arrival of rescue forces. Given that the Orion seat and restraint system design is not complete and therefore, not available for evaluation, Space Medicine assessed how long a healthy but deconditioned crewmember could stay in this prone, restrained position and the physiological consequences of this posture by researching terrestrial analogs and considered the known physiological alterations and deconditioning experienced by long duration crewmembers.

Barr, Yael↗
NASA NTRS1978

The role of autonomous satellite navigation in the NEEDS program

A number of applications of autonomous satellite navigation are discussed. They include the onboard annotation of all experimental data and the onboard correction of imaging data. The accuracy levels required for each function are presented. Two alternative techniques for achieving autonomous satellite navigation are considered. One technique utilizes data from the Global Positioning System (GPS). The other approach utilizes data from a geosynchronous relay satellite system such as the Tracking and Data Relay Satellite System (TDRSS). The TDRSS approach makes use of one-way range and Doppler data along with a time transfer mechanism. Comparative accuracy levels for the onboard determination of position, velocity, and time based upon the GPS and TDRSS approaches are presented.

Fuchs, A. J.↗
NASA NTRS1993

New approaches for tracking earth orbiters using modified GPS ground receivers

A Global Positioning System (GPS) flight receiver provides a means to precisely determine orbits for satellites in low to moderate altitude orbits. Above a 5000-km altitude, however, relatively few GPS satellites are visible. New approaches to orbit determination for satellites at higher altitudes could reduce DSN antenna time needed to provide navigation and orbit determination support to future missions. Modification of GPS ground receivers enables a beacon from the orbiter to be tracked simultaneously with GPS data. The orbit accuracy expected from this GPS-like tracking (GLT) technique is expected to be in the range of a few meters or better for altitudes up to 100,000 km with a global ground network. For geosynchronous satellites, however, there are unique challenges due to geometrical limitations and to the lack of strong dynamical signature in tracking data. We examine two approaches for tracking the Tracking and Data Relay Satellite System (TDRSS) geostationary orbiters. One uses GLT with a global network; the other relies on a small 'connected element' ground network with a distributed clock for short-baseline differential carrier phase (SB Delta Phi). We describe an experiment planned for late 1993, which will combine aspects of both GLT and SB Delta Phi, to demonstrate a new approach for tracking the Tracking and Data Relay Satellites (TDRSs) that offers a number of operationally convenient and attractive features. The TDRS demonstration will be in effect a proof-of-concept experiment for a new approach to tracking spacecraft which could be applied more generally to deep-space as well as near-Earth regimes.

Lichten, S. M.↗
NASA NTRS1991

Combining GPS and VLBI earth-rotation data for improved universal time

The Deep Space Network (DSN) routinely measures Earth orientation in support of spacecraft tracking and navigation using very long-baseline interferometry (VLBI) with the deep-space tracking antennas. The variability of the most unpredictable Earth-orientation component, Universal Time 1 (UT1), is a major factor in determining the frequency with which the DSN measurements must be made. The installation of advanced Global Positioning System (GPS) receivers at the DSN sites and elsewhere may soon permit routine measurements of UT1 variation with significantly less dependence on the deep-space tracking antennas than is currently required. GPS and VLBI data from the DSN may be combined to generate a precise UT1 series, while simultaneously reducing the time and effort the DSN must spend on platform-parameter calibrations. This combination is not straightforward, however, and a strategy for the optimal combination of these data is presented and evaluated. It appears that, with the aid of GPS, the frequency of required VLBI measurements of Earth orientation could drop from twice weekly to once per month. More stringent real-time Earth orientation requirements possible in the future would demand significant improvements in both VLBI and GPS capabilities, however.

Freedman, A. P.↗
NASA NTRS1996

Flight data results of estimate fusion for spacecraft rendezvous navigation from shuttle mission STS-69

A recently developed rendezvous navigation fusion filter that optimally exploits existing distributed filters for rendezvous and GPS navigation to achieve the relative and inertial state accuracies of both in a global solution is utilized here to process actual flight data. Space Shuttle Mission STS-69 was the first mission to date which gathered data from both the rendezvous and Global Positioning System filters allowing, for the first time, a test of the fusion algorithm with real flight data. Furthermore, a precise best estimate of trajectory is available for portions of STS-69, making possible a check on the performance of the fusion filter. In order to successfully carry out this experiment with flight data, two extensions to the existing scheme were necessary: a fusion edit test based on differences between the filter state vectors, and an underweighting scheme to accommodate the suboptimal perfect target assumption made by the Shuttle rendezvous filter. With these innovations, the flight data was successfully fused from playbacks of downlinked and/or recorded measurement data through ground analysis versions of the Shuttle rendezvous filter and a GPS filter developed for another experiment. The fusion results agree with the best estimate of trajectory at approximately the levels of uncertainty expected from the fusion filter's covariance matrix.

Carpenter, J. Russell↗
NASA NTRS2012

Optimal Routing and Control of Multiple Agents Moving in a Transportation Network and Subject to an Arrival Schedule and Separation Constraints

We address the problem of navigating a set of moving agents, e.g. automated guided vehicles, through a transportation network so as to bring each agent to its destination at a specified time. Each pair of agents is required to be separated by a minimal distance, generally agent-dependent, at all times. The speed range, initial position, required destination, and required time of arrival at destination for each agent are assumed provided. The movement of each agent is governed by a controlled differential equation (state equation). The problem consists in choosing for each agent a path and a control strategy so as to meet the constraints and reach the destination at the required time. This problem arises in various fields of transportation, including Air Traffic Management and train coordination, and in robotics. The main contribution of the paper is a model that allows to recast this problem as a decoupled collection of problems in classical optimal control and is easily generalized to the case when inertia cannot be neglected. Some qualitative insight into solution behavior is obtained using the Pontryagin Maximum Principle. Sample numerical solutions are computed using a numerical optimal control solver.

Sadovsky, A. V.↗
NASA NTRS2017

Autonomous Navigation Above the GNSS Constellations and Beyond: GPS Navigation for the Magnetospheric Multiscale Mission and SEXTANT Pulsar Navigation Demonstration

This talk will describe two first-of-their-kind technology demonstrations attached to ongoing NASA science missions, both of which aim to extend the range of autonomous spacecraft navigation far from the Earth. First, we will describe the onboard GPS navigation system for the Magnetospheric Multiscale (MMS) mission which is currently operating in elliptic orbits reaching nearly halfway to the Moon. The MMS navigation system is a key outgrowth of a larger effort at NASA Goddard Space Flight Center to advance high-altitude Global Navigation Satellite System (GNSS) navigation on multiple fronts, including developing Global Positioning System receivers and onboard navigation software, running simulation studies, and leading efforts to characterize and protect signals at high-altitude in the so-called GNSS Space-Service Volume (SSV). In the second part of the talk, we will describe the Station Explorer for X-ray Timing and Navigation Technology (SEXTANT) mission that aims to make the first in-space demonstration of X-ray pulsar navigation (XNAV). SEXTANT is attached to the NASA astrophysics mission Neutron-star Interior Composition ExploreR (NICER) whose International Space Station mounted X-ray telescope is investigating the fundamental physics of extremes in gravity, material density, and electromagnetic fields found in neutron stars, and whose instrument provides a nearly ideal navigation sensor for XNAV.

Winternitz, Luke↗
NASA NTRS1973

Navigation, guidance, and control systems for V/STOL aircraft.

The development of digital autopilots and integrated avionics systems, applicable to many classes of vehicles and missions, was undertaken by Sperry Flight Systems in the mid-sixties. The first application of the system was planned for automatic flight control in the U.S. supersonic transport; the termination of that program, however, thwarted any flight experience. The second application, which has additional navigation and energy management functions, is an airborne simulator of the space shuttle vehicle. The latter system underwent a series of successful flight tests in a CV-990 aircraft under contract with NASA. The third application, which has new electronic displays, air data computation, and time-constrained guidance (i.e., specified position and altitude at a specified time), is in the DOT/NASA STOLAND test program. The STOLAND system is described specifically in this paper.

Osder, S. S.↗
NASA NTRS2004

Evaluation of Mobile Phone Interference With Aircraft GPS Navigation Systems

This report compiles and analyzes tests that were conducted to measure cell phone spurious emissions in the Global Positioning System (GPS) radio frequency band that could affect the navigation system of an aircraft. The cell phone in question had, as reported to the FAA (Federal Aviation Administration), caused interference to several GPS receivers on-board a small single engine aircraft despite being compliant with data filed at the time with the FCC by the manufacturer. NASA (National Aeronautics and Space Administration) and industry tests show that while there is an emission in the 1575 MHz GPS band due to a specific combination of amplifier output impedance and load impedance that induces instability in the power amplifier, these spurious emissions (i.e., not the intentional transmit signal) are similar to those measured on non-intentionally transmitting devices such as, for example, laptop computers. Additional testing on a wide sample of different commercial cell phones did not result in any emission in the 1575 MHz GPS Band above the noise floor of the measurement receiver.

Pace, Scott↗
NASA NTRS1995

How far away is plug 'n' play? Assessing the near-term potential of sonification and auditory display

The commercial music industry offers a broad range of plug 'n' play hardware and software scaled to music professionals and scaled to a broad consumer market. The principles of sound synthesis utilized in these products are relevant to application in virtual environments (VE). However, the closed architectures used in commercial music synthesizers are prohibitive to low-level control during real-time rendering, and the algorithms and sounds themselves are not standardized from product to product. To bring sound into VE requires a new generation of open architectures designed for human-controlled performance from interfaces embedded in immersive environments. This presentation addresses the state of the sonic arts in scientific computing and VE, analyzes research challenges facing sound computation, and offers suggestions regarding tools we might expect to become available during the next few years. A list of classes of audio functionality in VE includes sonification -- the use of sound to represent data from numerical models; 3D auditory display (spatialization and localization, also called externalization); navigation cues for positional orientation and for finding items or regions inside large spaces; voice recognition for controlling the computer; external communications between users in different spaces; and feedback to the user concerning his own actions or the state of the application interface. To effectively convey this considerable variety of signals, we apply principles of acoustic design to ensure the messages are neither confusing nor competing. We approach the design of auditory experience through a comprehensive structure for messages, and message interplay we refer to as an Automated Sound Environment. Our research addresses real-time sound synthesis, real-time signal processing and localization, interactive control of high-dimensional systems, and synchronization of sound and graphics.

Bargar, Robin↗
NASA NTRS1990

Worldwide differential GPS for Space Shuttle landing operations

Worldwide differential Global Positioning System (WWDGPS) is viewed as an effective method of offering continuous high-quality navigation worldwide. The concept utilizes a network with as few as 33 ground stations to observe most of the error sources of GPS and provide error corrections to users on a worldwide basis. The WWDGPS real-time GPS tracking concept promises a threefold or fourfold improvement in accuracy for authorized dual-frequency users, and in addition maintains an accurate and current ionosphere model for single-frequency users. A real-time global tracking network also has the potential to reverse declarations of poor health on marginal satellites, increasing the number of satellites in the constellation and lessening the probability of GPS navigation outage. For Space Shuttle operations, the use of WWDGPS-aided P-code equipment promises performance equal to or better than other current landing guidance systems in terms of accuracy and reliability. This performance comes at significantly less cost to NASA, which will participate as a customer in a system designed as a commercial operation serving the global civil navigation community.

Loomis, Peter V. W.↗
NASA NTRS2000

Pre-Launch Testing of GPS Receivers for Geodetic Space Missions

The methodology used and the results obtained in the pre-flight testing of the Blackjack Global Positioning System (GPS) space receiver for the Vegetation Canopy Lidar Mission (VCL) and the Ice, Cloud, and Land Elevation Satellite (ICESat) spacecraft is described. Both real and simulated signals were used to: (1) assess the accuracy and coverage of the navigation solutions, (2) assess the accuracy and stability of the 1-PPS timing signal, (3) assess the precision of the carrier phase observable, and (4) measure the cold-start time to first fix. In addition, an anechoic chamber was used to measure the antenna phase centers with millimeter-level precision. While the test results have generally been excellent and are discussed in this paper, emphasis is placed on describing the test methodology. It is anticipated that future geodetic satellite missions using GPS for navigation, timing, and precise orbit determination (POD) can employ the same tests for pre-launch performance assessment of their particular receiver.

Davis, George↗
NASA NTRS2011

Cellular-based preemption system

A cellular-based preemption system that uses existing cellular infrastructure to transmit preemption related data to allow safe passage of emergency vehicles through one or more intersections. A cellular unit in an emergency vehicle is used to generate position reports that are transmitted to the one or more intersections during an emergency response. Based on this position data, the one or more intersections calculate an estimated time of arrival (ETA) of the emergency vehicle, and transmit preemption commands to traffic signals at the intersections based on the calculated ETA. Additional techniques may be used for refining the position reports, ETA calculations, and the like. Such techniques include, without limitation, statistical preemption, map-matching, dead-reckoning, augmented navigation, and/or preemption optimization techniques, all of which are described in further detail in the above-referenced patent applications.

Bachelder, Aaron D.↗
NASA NTRS2020

Feasibility of “Weak GPS” Real-Time Positioning/Timing at Lunar Distance

There are multiple Global Navigation Satellite Systems (GNSS’s), comprising over 100 navigation satellites in the Earth’s medium and high orbits. Most of these satellites have antennas that point Nadir to earth, and transmit navigation signals so vehicles on Earth’s surface and in its vicinity can perform trilateration and estimate its 3-dimenional (3D) positioning. The sidelobes of these antennas can occasionally point to the Moon. It is postulated that a lunar vehicle carrying a large enough receiving antenna can occasionally detects and receives four or more sidelobes of these weak GNSS signals, thus enabling the vehicle to perform 3D positioning using an onboard GNSS receiver. We propagate the orbits of the GNSS satellites from United States’ Global Positioning Satellite (GPS) constellation, the Europe’s Galileo constellation, and the Russia’s GLONASS constellation, a total of 81 satellites. We simulate the visibility of these satellites by a lunar vehicle in a Near Rectilinear Halo Orbit (NRHO), based on the assumption that the lunar vehicle is “in-view” of a GNSS satellite as long as it falls within the 40- degree beam-width of the satellite. We also simulate the 3D positioning performance as a function of satellites’ ephemeris errors and pseudo-range errors. The preliminary results show that the lunar vehicle can “see” 5 – 13 satellites, and achieve a 3D positioning error (one-sigma) of 200 – 300 meters based on reasonable ephemeris and pseudo- range error assumptions. We also consider the case of using relative positioning to mitigate the GNSS satellites’ ephemeris biases. That is, by assuming a reference receiver with accurately known positioning that is close to the lunar vehicle, and computing the relative position of the lunar vehicle relative to the reference.

Cheung, Kar-Ming↗
NASA NTRS1982

Determining spacecraft angular position with Delta VLBI - The Voyager demonstration

A demonstration of a new VLBI-based radio metric data type for interplanetary navigation has been conducted using the Voyager spacecraft on their approach to Saturn. Pseudo-range measurements from stations on intercontinental baselines were employed, in conjunction with interferometric observations of quasars, to obtain a precise measure of the spacecraft angular position. In addition to its high accuracy this technique requires significantly less station time than conventional range and Doppler and can be used in a downlink only mode. The paper describes the data type, acquisition system, and processing procedures. Anticipated measurement accuracy is established by analysis of various system error sources. Results obtained from Voyager observations are given to show that the system performance is in accordance with expectations.

Border, J. S.↗