Search NASA⌕ Search

SEARCH · Search NASA

Results for “Path tracking”

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 415 records · Page 23
All sourcesNASA NTRSDOE OSTI
NASA NTRS2003

A Radar/Radiometer Instrument for Mapping Soil Moisture and Ocean Salinity

The RadSTAR instrument combines an L-band, digital beam-forming radar with an L-band synthetic aperture, thinned array (STAR) radiometer. The RadSTAR development will support NASA Earth science goals by developing a novel, L-band scatterometer/ radiometer that measures Earth surface bulk material properties (surface emissions and backscatter) as well as surface characteristics (backscatter). Present, real aperture airborne L-Band active/passive measurement systems such as the JPUPALS (Wilson, et al, 2000) provide excellent sampling characteristics, but have no scanning capabilities, and are extremely large; the huge JPUPALS horn requires a the C-130 airborne platform, operated with the aft loading door open during flight operation. The approach used for the upcoming Aquarius ocean salinity mission or the proposed Hydros soil mission use real apertures with multiple fixed beams or scanning beams. For real aperture instruments, there is no upgrade path to scanning over a broad swath, except rotation of the whole aperture, which is an approach with obvious difficulties as aperture size increases. RadSTAR will provide polarimetric scatterometer and radiometer measurements over a wide swath, in a highly space-efficient configuration. The electronic scanning approaches provided through STAR technology and digital beam forming will enable the large L-band aperture to scan efficiently over a very wide swath. RadSTAR technology development, which merges an interferometric radiometer with a digital beam forming scatterometer, is an important step in the path to space for an L-band scatterometer/radiometer. RadSTAR couples a patch array antenna with a 1.26 GHz digital beam forming radar scatterometer and a 1.4 GHz STAR radiometer to provide Earth surface backscatter and emission measurements in a compact, cross-track scanning instrument with no moving parts. This technology will provide the first L-band, emission and backscatter measurements in a compact aircraft instrument and will be ideally suited to large apertures, possibly at GEO, and could possibly be implemented on a swarm of micro-satellites. This instrument will have wide application for validation studies, and will have application for other microwave frequencies.

Hildebrand, Peter H.↗
NASA NTRS2004

Trajectory Specification for High-Capacity Air Traffic Control

In the current air traffic management system, the fundamental limitation on airspace capacity is the cognitive ability of human air traffic controllers to maintain safe separation with high reliability. The doubling or tripling of airspace capacity that will be needed over the next couple of decades will require that tactical separation be at least partially automated. Standardized conflict-free four-dimensional trajectory assignment will be needed to accomplish that objective. A trajectory specification format based on the Extensible Markup Language is proposed for that purpose. This format can be used to downlink a trajectory request, which can then be checked on the ground for conflicts and approved or modified, if necessary, then uplinked as the assigned trajectory. The horizontal path is specified as a series of geodetic waypoints connected by great circles, and the great-circle segments are connected by turns of specified radius. Vertical profiles for climb and descent are specified as low-order polynomial functions of along-track position, which is itself specified as a function of time. Flight technical error tolerances in the along-track, cross-track, and vertical axes define a bounding space around the reference trajectory, and conformance will guarantee the required separation for a period of time known as the conflict time horizon. An important safety benefit of this regimen is that the traffic will be able to fly free of conflicts for at least several minutes even if all ground systems and the entire communication infrastructure fail. Periodic updates in the along-track axis will adjust for errors in the predicted along-track winds.

Paielli, Russell A.↗
NASA NTRS1965

Beam-swinging facilities for the Goonhilly satellite-communication aerial

The mode of satellite tracking adopted at the Goonhilly earth station is to steer the aerial primarily by means of predicted data computed from the satellite orbital parameters and to superimpose, during the passage of the satellite, corrections to remove any prediction errors or aberrations due the transmission path. Predictions have proved to be highly accurate for satellites having a high mass to projected area ratio orbiting at altitudes at which air drag is very small; hence the corrections are small and infrequent.

COMMUNICATIONS SATELLITE↗
NASA NTRS1984

Ionospheric electron density irregularities observed by satellite-to-satellite, dual-frequency, low-low Doppler tracking link

A low-low, satellite-to-satellite, dual-frequency, Doppler tracking experiment was performed. The data are analyzed here for irregularities in electron density at the altitude of 212 km. The differential Doppler data with the relative motion term removed are integrated to obtain a representation of the electron density variation along the satellite path. Well-known large-scale features such as the equatorial geomagnetic anomaly and day/night ionization level differences are clearly observed in the integrated data. The larger crest of the morning geomagnetic anomaly is seen to occur in the southern (winter) hemisphere in agreement with previous observations. In addition, a sharp peak in the electron density at the day-to-night transition point is observed in two consecutive revolutions. This effect may be due to the previously postulated atmospheric shock wave generated by supersonic motion of the terminator.

Estes, R. D.↗
NASA NTRS2002

Operations Analysis of the 2nd Generation Reusable Launch Vehicle

The Space Launch Initiative (SLI) program is developing a second-generation reusable launch vehicle. The program goals include lowering the risk of loss of crew to 1 in 10,000 and reducing annual operations cost to one third of the cost of the Space Shuttle. The SLI missions include NASA, military and commercial satellite launches and crew and cargo launches to the space station. The SLI operations analyses provide an assessment of the operational support and infrastructure needed to operate candidate system architectures. Measures of the operability are estimated (i.e. system dependability, responsiveness, and efficiency). Operations analysis is used to determine the impact of specific technologies on operations. A conceptual path to reducing annual operations costs by two thirds is based on key design characteristics, such as reusability, and improved processes lowering labor costs. New operations risks can be expected to emerge. They can be mitigated with effective risk management with careful identification, assignment, tracking, and closure. SLI design characteristics such as nearly full reusability, high reliability, advanced automation, and lowered maintenance and servicing coupled with improved processes are contributors to operability and large operating cost reductions.

Noneman, Steven R.↗
NASA NTRS2015

A Tool for the Automated Collection of Space Utilization Data: Three Dimensional Space Utilization Monitor

Space Human Factors and Habitability (SHFH) Element within the Human Research Program (HRP), in collaboration with the Behavioral Health and Performance (BHP) Element, is conducting research regarding Net Habitable Volume (NHV), the internal volume within a spacecraft or habitat that is available to crew for required activities, as well as layout and accommodations within that volume. NASA is looking for innovative methods to unobtrusively collect NHV data without impacting crew time. Data required includes metrics such as location and orientation of crew, volume used to complete tasks, internal translation paths, flow of work, and task completion times. In less constrained environments methods for collecting such data exist yet many are obtrusive and require significant post‐processing. Example technologies used in terrestrial settings include infrared (IR) retro‐reflective marker based motion capture, GPS sensor tracking, inertial tracking, and multiple camera filmography. However due to constraints of space operations many such methods are infeasible, such as inertial tracking systems which typically rely upon a gravity vector to normalize sensor readings, and traditional IR systems which are large and require extensive calibration. However multiple technologies have not yet been applied to space operations for these explicit purposes. Two of these include 3‐Dimensional Radio Frequency Identification Real‐Time Localization Systems (3D RFID‐RTLS) and depth imaging systems which allow for 3D motion capture and volumetric scanning (such as those using IR‐depth cameras like the Microsoft Kinect or Light Detection and Ranging / Light‐Radar systems, referred to as LIDAR).

Vos, Gordon A.↗
NASA NTRS2015

Flight Deck Interval Management Avionics: Eye-Tracking Analysis

Interval Management (IM) is one NexGen method for achieving airspace efficiencies. In order to initiate IM procedures, Air Traffic Control provides an IM clearance to the IM aircraft's pilots that indicates an intended spacing from another aircraft (the target to follow - or TTF) and the point at which this should be achieved. Pilots enter the clearance in the flight deck IM (FIM) system; and once the TTF's Automatic Dependent Surveillance-Broadcast signal is available, the FIM algorithm generates target speeds to meet that IM goal. This study examined four Avionics Conditions (defined by the instrumentation and location presenting FIM information) and three Notification Methods (defined by the visual and aural alerts that notified pilots to IM-related events). Current commercial pilots flew descents into Dallas/Fort-Worth in a high-fidelity commercial flight deck simulation environment with realistic traffic and communications. All 12 crews experienced each Avionics Condition, where order was counterbalanced over crews. Each crew used only one of the three Notification Methods. This paper presents results from eye tracking data collected from both pilots, including: normalized number of samples falling within FIM displays, normalized heads-up time, noticing time, dwell time on first FIM display look after a new speed, a workload-related metric, and a measure comparing the scan paths of pilot flying and pilot monitoring; and discusses these in the context of other objective (vertical and speed profile deviations, response time to dial in commanded speeds, out-of-speed-conformance and reminder indications) and subjective measures (workload, situation awareness, usability, and operational acceptability).

Latorella, Kara↗
NASA NTRS1981

Shuttle /STS-1/ entry trajectory reconstruction

The methods and data used to reconstruct the Shuttle entry trajectory aerodynamics from 180 km to landing are reviewed. Onboard accelerometer and gyro measurements are used with a weighted least squares filter along with ground tracking data to provide the evolving spacecraft state. The software development is described, noting that computations include linear acceleration and angular rate data, aerodynamic coefficient, and inertial measurement units, sampled at 170 Hz. Ground tracking data was gathered on S- and C-bands; Guam data is considered critical as it was taken during the blackout at the beginning of entry. The generation of a best estimate trajectory, combining flight and ground data, yields inplane parameters of altitude, flight path angle, and velocity for comparison with navigational instrumentation. Predicted lift/drag ratios were found to be accurate from Mach 1-25, and up to 23% low below Mach 1.

Compton, H. R.↗
NASA NTRS1990

An aircraft noise study in Norway

An extensive study of aircraft noise is currently being conducted in Oslo, Norway. The traffic at Oslo Airport Fornebu that includes both national and international flights, totals approximately 350 movements per day: 250 of these are regular scheduled flights with intermediate and large size aircraft, the bulk being DC9 and Boeing 737. The total traffic during the summer of 1989 was expected to resemble the maximum level to which the regular traffic will increase before the new airport can be put into operation. The situation therefore represented a possibility to study the noise impact on the communities around Fornebu. A comprehensive social survey was designed, including questions on both aircraft and road traffic noise. A random sample of 1650 respondents in 15 study areas were contacted for an interview. These areas represent different noise levels and different locations relative to the flight paths. The interviews were conducted in a 2 week period just prior to the transfer of charter traffic from Gardemoen to Fornebu. In the same period the aircraft noise was monitored in all 15 areas. In addition the airport is equipped with a permanent flight track and noise monitoring system. The noise situation both in the study period and on an average basis can therefore be accurately described. In August a group of 1800 new respondents were subjected to identical interviews in the same 15 areas, and the noise measurement program was repeated. Results of the study are discussed.

Gjestland, Truls T.↗
NASA NTRS1993

Evaluation of two cockpit display concepts for civil tiltrotor instrument operations on steep approaches

A piloted simulation experiment was conducted using the NASA Ames Research Center Vertical Motion Simulator to evaluate two cockpit display formats designed for manual control on steep instrument approaches for a civil transport tiltrotor aircraft. The first display included a four-cue (pitch, roll, power lever position, and nacelle angle movement prompt) flight director. The second display format provided instantaneous flight path angle information together with other symbols for terminal area guidance. Pilots evaluated these display formats for an instrument approach task which required a level flight conversion from airplane-mode flight to helicopter-mode flight while decelerating to the nominal approach airspeed. Pilots tracked glide slopes of 6, 9, 15 and 25 degrees, terminating in a hover for a vertical landing on a 150 feet square vertipad. Approaches were conducted with low visibility and ceilings and with crosswinds and turbulence, with all aircraft systems functioning normally and were carried through to a landing. Desired approach and tracking performance was achieved with generally satisfactory handling qualities using either display format on glide slopes up through 15 degrees. Evaluations with both display formats for a 25 degree glide slope revealed serious problems with glide slope tracking at low airspeeds in crosswinds and the loss of the intended landing spot from the cockpit field of view.

Decker, William A.↗
NASA NTRS1997

The Flight Track Noise Impact Model

To meet its objective of assisting the U.S. aviation industry with the technological challenges of the future, NASA must identify research areas that have the greatest potential for improving the operation of the air transportation system. To accomplish this, NASA is building an Aviation System Analysis Capability (ASAC). The Flight Track Noise Impact Model (FTNIM) has been developed as part of the ASAC. Its primary purpose is to enable users to examine the impact that quieter aircraft technologies and/or operations might have on air carrier operating efficiency at any one of 8 selected U.S. airports. The analyst selects an airport and case year for study, chooses a set of flight tracks for use in the case, and has the option of reducing the noise of the aircraft by 3, 6, or 10 decibels. Two sets of flight tracks are available for each airport: one that represents actual current conditions, including noise abatement tracks, which avoid flying over noise-sensitive areas; and a second set that offers more efficient routing. FTNIM computes the resultant noise impact and the time and distance saved for each operation on the more efficient, alternate tracks. Noise impact is characterized in three ways: the size of the noise contour footprint, the number of people living within the contours, and the number of homes located in the same contours. Distance and time savings are calculated by comparing the noise abatement flight path length to the more efficient alternate routing.

Burn, Melissa↗
NASA NTRS1974

Earth Observatory Satellite system definition study. Report no. 3: Design/cost tradeoff studies. Appendix E: EOS program supporting system trade data. Part 2: System trade studies no. 9 - 19

The relative merits of several international data acquisition (IDA) alternatives for the Earth Observatory Satellite (EOS) are established and rated on a cost effectiveness basis. The primary alternatives under consideration are: (1) direct transmission to foreign ground stations, (2) a wideband video tape recorder system for collection of foreign data and processing and distribution from the United States, and (3) a tracking and data relay satellite (TDRS) system for the relay of foreign data to the United States for processing and distribution. A requirements model is established for the analysis on the basis of the heaviest concentration of agricultural areas around the world. The model, the orbit path and the constraints of EOS and data volume summaries are presented. Alternative system descriptions and costs are given in addition to cost-performance summaries.

Source record↗
NASA NTRS1981

Classical and modern control design of a speed-hold system for a STOL airplane

A speed-hold system for an experimental short takeoff and landing jet airplane has been designed using both classical root-locus and modern optimal control synthesis techniques. The purpose of the speed-hold system is to maintain airspeed during final approach in the presence of wind shears, gusts, engine failures, and pilot control inputs. Designs were based on using airspeed as a single measurement and two symmetrically deployed upper surface blown flaps as a single control. An optimal control law feeding back all the states and the integral of airspeed through constant gains provided superior performance in terms of speed tracking and control surface activity. However, when a constant-gain Kalman filter was inserted to estimate the states using only the measurement of airspeed, the performance of the optimal control law was reduced to the same as that of a much simpler classical proportional-path plus integral-path control law. To improve the performance of the optimal control law, additional measurements would be required.

Blight, J. D.↗
NASA NTRS1985

White-light and radio sounding observations of coronal transients

A concerted search for coronal transients was conducted with the 'Solwind' coronagraph during the solar occultations of the two Helios spacecraft in October/November 1979. The polarization angle and bandwidth of the linearly polarized S-band downlink signal were monitored at the three 64-m tracking stations of the NASA Deep Space Network to determine coronal Faraday rotation and spectral broadening. A one-to-one correspondence could be established between abrupt disturbances in the two signal parameters and the passage of a white-light transient through the signal ray path from spacecraft to earth. The white-light morphology and the additional information provided by the radio sounding coverage are presented for each of the five distinct events recorded. Although no specific example could be observed in sufficient detail in both white light and Faraday rotation to derive the small-scale magnetic structure, some qualitative descriptions of the orientation and rough estimates of the magnitude of the transient magnetic field could be made.

Bird, M. K.↗
NASA NTRS2007

The Determination of Titan Gravity Field from Doppler Tracking of the Cassini Spacecraft

In its tour of the Saturnian system, the spacecraft Cassini is carrying out measurements of the gravity field of Titan, whose knowledge is crucial for constraining the internal structure of the satellite. In the five flybys devoted to gravity science, the spacecraft is tracked in X (8.4 GHz) and Ka band (32.5 GHz) from the antennas of NASA's Deep Space Network. The use of a dual frequency downlink is used to mitigate the effects of interplanetary plasma, the largest noise source affecting Doppler measurements. Variations in the wet path delay are effectively compensated by means of advanced water vapor radiometers placed close to the ground antennas. The first three flybys occurred on February 27, 2006, December 28, 2006, and June 29, 2007. Two additional flybys are planned in July 2008 and May 2010. This paper presents the estimation of the mass and quadrupole field of Titan from the first two flybys, carried out by the Cassini Radio Science Team using a short arc orbit determination. The data from the two flybys are first independently fit using a dynamical model of the spacecraft and the bodies of the Saturnian system, and then combined in a multi-arc solution. Under the assumption that the higher degree harmonics are negligible, the estimated values of the gravity parameters from the combined, multi-arc solution are GM = 8978.1337 +/- 0.0025 km(exp 3) / s(exp 2), J (sub 2) = (2.7221 +/- 0.0185) 10 (exp -5) and C (sub 22) = (1.1159 +/- 0.0040) 10 (exp -5) The excellent agreement (within 1.7 sigma) of the results from the two flybys further increases the confidence in the solution and provides an a posteriori validation of the dynamical model.

Iess, L.↗
NASA NTRS2016

Experimental Technique for Producing and Recording Precise Particle Impacts on Transparent Window Materials

A new facility for making small particle impacts is being developed at NASA. Current sand/particle impact facilities are an erosion test and do not precisely measure and document the size and velocity of each of the impacting particles. In addition, evidence of individual impacts is often obscured by subsequent impacts. This facility will allow the number, size, and velocity of each particle to be measured and adjusted. It will also be possible to determine which particle produced damage at a given location on the target. The particle size and velocity will be measured by high speed imaging techniques. Information as to the extent of damage and debris from impacts will also be recorded. It will be possible to track these secondary particles, measuring size and velocity. It is anticipated that this additional degree of detail will provide input for erosion models and also help determine the impact physics of the erosion process. Particle impacts will be recorded at 90 degrees to the particle flight path and also from the top looking through the target window material.

Gray, Perry↗
NASA NTRS1994

Ionospheric calibration for single frequency altimeter measurements

This study is a preliminary analysis of the effectiveness (in terms of altimeter calibration accuracy) of various ionosphere models and the Global Positioning System (GPS) to calibrate single frequency altimeter height measurements for ionospheric path delay. In particular, the research focused on ingesting GPS Total Electron Content (TEC) data into the physical Parameterized Real-Time Ionospheric Specification Model (PRISM), which estimates the composition of the ionosphere using independent empirical and physical models and has the capability of adjusting to additional ionospheric measurements. Two types of GPS data were used to adjust the PRISM model: GPS receiver station data mapped from line-of-sight observations to the vertical at the point of interest and a grid map (generated at the Jet Propulsion Laboratory) of GPS derived TEC in a sun-fixed longitude frame. The adjusted PRISM TEC values, as well as predictions by the International Reference Ionosphere (IRI-90), a climatological (monthly mean) model of the ionosphere, were compared to TOPEX dual-frequency TEC measurements (considered as truth) for a number of TOPEX sub-satellite tracks. For a 13.6 GHz altimeter, a Total Electron Content (TEC) of 1 TECU 10(exp 16) electrons/sq m corresponds to approximately 0.218 centimeters of range delay. A maximum expected TEC (at solar maximum or during solar storms) of 10(exp 18) electrons/sq m will create 22 centimeters of range delay. Compared with the TOPEX data, the PRISM predictions were generally accurate within the TECU when the sub-satellite track of interest passed within 300 to 400 km of the GPS TEC data or when the track passed through a night-time ionosphere. If neither was the case, in particular if the track passed through a local noon ionosphere, the PRISM values differed by more than 10 TECU and by as much as 40 TECU. The IRI-90 model, with no current ability to unseat GPS data, predicted TEC to a slightly higher error of 12 TECU. The performance of PRISM is very promising for predicting TEC and will prove useful for calibrating single frequency altimeter height measurements for ionospheric path delay. When adjusted to the GPS line-of-sight data the PRISM URSI empirical model predicted TEC over a day's period to within a global error of 8.60 TECU rms during a nighttime ionosphere and 9.74 TECU rms during the day. When adjusted to the GPS derived TEC grid, the PRISM parametrized model predicted TEC to within an error of 8.47 TECU rms for a nighttime ionosphere and 12.83 TECU rms during the day. However, the grid cannot be considered globally due to the lack of sufficient numbers of GPS stations and large latitude gaps in GPS data. It is the opinion of the authors that using the PRISM model and adjusting to the global sun-fixed TEC grid regenerated with a localized weighted interpolation offers the best possibility of meeting the 10 TECU global rms (or 2 cm at 13.6 GHz) ionosphere range correction accuracy requirement of TOPEX/Poseidon and should be the subject of further study. However, it is clear that the anticipated requirement of 34 TECU global rms for TOPEX/Poseidon Follow-On (corresponding to the TOPEX/Poseidon performance) can not be met with any realizable combination of existing models and data assimilation schemes.

Schreiner, William S.↗