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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.

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At least 433 records · Page 24
All sourcesNASA NTRSDOE OSTI
NASA NTRS2008

Space-Based Range

Space-Based Range (SBR), previously known as Space-Based Telemetry and Range Safety (STARS), is a multicenter NASA proof-of-concept project to determine if space-based communications using NASA's Tracking and Data Relay Satellite System (TDRSS) can support the Range Safety functions of acquiring tracking data and generating flight termination signals, while also providing broadband Range User data such as voice, video, and vehicle/payload data. There was a successful test of the Range Safety system at Wallops Flight Facility (WFF) on December 20, 2005, on a two-stage Terrier-Orion spin-stabilized sounding rocket. SBR transmitted GPS tracking data and maintained links with two TDRSS satellites simultaneously during the 10-min flight. The payload section deployed a parachute, landed in the Atlantic Ocean about 90 miles downrange from the launch site, and was successfully recovered. During the Terrier-Orion tests flights, more than 99 percent of all forward commands and more than 95 percent of all return frames were successfully received and processed. The time latency necessary for a command to travel from WFF over landlines to White Sands Complex and then to the vehicle via TDRSS, be processed onboard, and then be sent back to WFF was between 1.0 s and 1.1 s. The forward-link margins for TDRS-10 (TDRS East [TDE]) were 11 dB to 12 dB plus or minus 2 dB, and for TDRS-4 (TDRS Spare [TDS]) were 9 dB to 10 dB plus or minus 1.5 dB. The return-link margins for both TDE and TDS were 6 dB to 8 dB plus or minus 3 dB. There were 11 flights on an F-15B at Dryden Flight Research Center (DFRC) between November 2006 and February 2007. The Range User system tested a 184-element TDRSS Ku-band (15 GHz) phased-array antenna with data rates of 5 Mbps and 10 Mbps. This data was a combination of black-and-white cockpit video, Range Safety tracking and transceiver data, and aircraft and antenna controller data streams. IP data formatting was used.

Source record↗
NASA NTRS1989

Toward a human-centered aircraft automation philosophy

The evolution of automation in civil aircraft is examined in order to discern trends in the respective roles and functions of automation technology and the humans who operate these aircraft. The effects of advances in automation technology on crew reaction is considered and it appears that, though automation may well have decreased the frequency of certain types of human errors in flight, it may also have enabled new categories of human errors, some perhaps less obvious and therefore more serious than those it has alleviated. It is suggested that automation could be designed to keep the pilot closer to the control of the vehicle, while providing an array of information management and aiding functions designed to provide the pilot with data regarding flight replanning, degraded system operation, and the operational status and limits of the aircraft, its systems, and the physical and operational environment. The automation would serve as the pilot's assistant, providing and calculating data, watching for the unexpected, and keeping track of resources and their rate of expenditure.

Billings, Charles E.↗
NASA NTRS2015

Transformational Phenomena as Predictors of Aircraft Accidents: What Goes Around Comes Around

Flight crew confusion, excessive stressworkload, and ineffective Crew Resource Management among other issues arising from dependence on automated systems on the flight deck have been identified as major causal factors in multiple fatal accidents, significant incidents and near misses. Many Loss of Control events have been traced to display of erroneous flight data and auto-flight system mode status to the crew. Safety was compromised by not having sufficiently obvious and unambiguous information available in order to permit quick diagnosis of aircraft status and then appropriate action to regain control of the aircraft energy state or trajectory. Continually evolving training and operational requirements related to aircraft automation have also presented critical challenges to commercial aviation. During times of high demand and low supply of experienced pilots (which is today the case in South-East Asia, for instance), basic training in manual flight may be minimal and as low as a few hundred flight hours on light aircraft before beginning training on advanced, highly automated aircraft. Predominant use of automation may cause aircrew trained in this way to have trouble performing traditionally simple operations such as manually switching to other runways or overriding the autopilot in tight situations. Inadequate crew training andor experience coupled with attempted manual flight in highly automated airplanes may more easily lead to loss of aircraft control in unusual situations such as high-altitude stallsupsets, traffic avoidance or maneuvering. Loss of basic piloting skills through increasing dependence on automation may exacerbate this problem. Finally, design changes by nature take a long time and are very costly. Incorporating novel automated functionality into new aircraft designs is technically feasible and desirable. However, it may take many years for these changes to have a significant impact on tomorrows fleet, given the time it takes to develop a new aircraft and for these aircraft to become a significant fraction of the fleet. This paper will review and summarize the findings and recommendations from a 2004 study of the topic, Increasing reliance on flight deck automation conducted by the Future Aviation Safety Team at the behest of the Joint Safety Strategy Initiative (JSSI) within the Joint Aviation Authorities (JAA) organization that existed at the time. Although this study was conducted more than ten years ago, its findings and recommendations are as relevant now as then and into the future.

safety↗
NASA NTRS2010

Anomaly Detection for Next-Generation Space Launch Ground Operations

NASA is developing new capabilities that will enable future human exploration missions while reducing mission risk and cost. The Fault Detection, Isolation, and Recovery (FDIR) project aims to demonstrate the utility of integrated vehicle health management (IVHM) tools in the domain of ground support equipment (GSE) to be used for the next generation launch vehicles. In addition to demonstrating the utility of IVHM tools for GSE, FDIR aims to mature promising tools for use on future missions and document the level of effort - and hence cost - required to implement an application with each selected tool. One of the FDIR capabilities is anomaly detection, i.e., detecting off-nominal behavior. The tool we selected for this task uses a data-driven approach. Unlike rule-based and model-based systems that require manual extraction of system knowledge, data-driven systems take a radically different approach to reasoning. At the basic level, they start with data that represent nominal functioning of the system and automatically learn expected system behavior. The behavior is encoded in a knowledge base that represents "in-family" system operations. During real-time system monitoring or during post-flight analysis, incoming data is compared to that nominal system operating behavior knowledge base; a distance representing deviation from nominal is computed, providing a measure of how far "out of family" current behavior is. We describe the selected tool for FDIR anomaly detection - Inductive Monitoring System (IMS), how it fits into the FDIR architecture, the operations concept for the GSE anomaly monitoring, and some preliminary results of applying IMS to a Space Shuttle GSE anomaly.

Spirkovska, Lilly↗
NASA NTRS1982

Thematic mapper flight model preshipment review data package. Volume 3, part A: System data

Results of vibration, acoustical noise, and thermal vacuum are described as well as tests studies of EMI/EMC and mass properties conducted for thematic mapper systems integration. Liens are summarized and the engineering change proposal status is presented. Requests for deviation/waiver are included along with failure and nonforming material reports.

Source record↗
NASA NTRS1987

Aircraft positioning using Global Positioning System carrier phase data

Results from a flight test of a GPS carrier phase tracking receiver operated on a NASA Orion P-3 aircraft are presented. The trajectory of the aircraft relative to a second, fixed receiver has been determined. The test was made over water, and the GPS vertical trajectory is compared to airborne lidar measured altitude data from the NASA Airborne Oceanographic Lidar. The two data sets compare with a relative accuracy of 12 centimeters rms, under poor GPS satellite geometry for vertical positioning. Analysis indicates that 1 to 2 centimeters relative vertical positioning is achievable with carrier phase tracking receivers and good GPS geometry.

Krabill, William B.↗
NASA NTRS1976

Evaluation of XV-15 tilt rotor aircraft for flying qualities research application

The results of a design review study and evaluation of the XV-15 Tilt Rotor Research Aircraft for flying qualities research application are presented. The objectives of the program were to determine the capability of the XV-15 aircraft and the V/STOLAND system as a safe, inflight facility to provide meaningful research data on flying qualities, flight control systems, and information display systems.

Radford, R. C.↗
NASA NTRS1983

Shuttle flight pressure instrumentation: Experience and lessons for the future

Flight data obtained from the Space Transportation System orbiter entries are processed and analyzed to assess the accuracy and performance of the Development Flight Instrumentation (DFI) pressure measurement system. Selected pressure measurements are compared with available wind tunnel and computational data and are further used to perform air data analyses using the Shuttle Entry Air Data System (SEADS) computation technique. The results are compared to air data from other sources. These comparisons isolate and demonstrate the effects of the various limitations of the DFI pressure measurement system. The effects of these limitations on orbiter performance analyses are addressed, and instrumentation modifications are recommended to improve the accuracy of similar fight data systems in the future.

Siemers, P. M., III↗
NASA NTRSDate not supplied

Artemis I Flight Instrumentation Data Quality Assessment and Processing

This paper is in support of the SciTech 2024 Space Launch System Aerosciences Special Sessions being organized by Brent Pomeroy and Jeremy Pinier. On November 16th, 2022, NASA launched an inaugural test flight of the Space Launch System (SLS) carrying the Orion capsule around the moon. The vehicle was instrumented with thousands of Developmental Flight Instrumentation (DFI) sensors, which monitored aerodynamic, acoustic, structural, and thermal environments. These data are used to validate experimental and numerical tools used to predict conditions the vehicle experiences during ascent. Prior to launch, a set of tests were performed to quantify the expected quality of the DFI flight data. These included testing of individual components, such as data acquisition units, at the Systems Integration Laboratory (SIL) and testing of integrated vehicle components at the Vehicle Assembly Building (VAB). This paper summarizes these tests. Some aspects of post processing of data are also discussed.

Developmental Flight Instrumentation↗
NASA NTRS2013

An Investigation of Flight Deck Data Link in the Terminal Area

The Next Generation Air Transportation System (NextGen) and Europe's Single European Sky ATM Research (SESAR) concepts require an increased use of trajectory-based operations, including extensive strategic air traffic control clearances. The clearances are lengthy and complex, which necessitate data link communications to allow for message permanence and integration into the autoflight systems (i.e., autoload capability). This paper examines the use of flight deck data link communications for strategic and tactical clearance usage in the terminal area. A human-in-the-loop simulation was conducted using a high-fidelity flight deck simulator, with ten commercial flight crews as participants. Data were collected from six flight scenarios in the San Francisco terminal airspace. The variables of interest were ATC message modality (voice v. data link), temporal quality of the message (tactical v. strategic) and message length. Dependent variables were message response times, communication clarifications, communication-related errors, and pilot workload. Response time results were longer in data link compared to voice, a finding that has been consistently revealed in a number of other simulations [1]. In addition, strategic clearances and longer messages resulted in a greater number of clarifications and errors, suggesting an increase in uncertainty of message interpretation for the flight crews when compared to tactical clearances. The implications for strategic and compound clearance usage in NextGen and SESAR are discussed

data link communication↗
NASA NTRS1979

Shuttle program. STS-7 conceptual flight profile. IUS/TDRS-A

The Space Transportation System (STS) Flight Assignment Manifest has has scheduled a Tracking and Data Relay Satellite System (TDRSS) spacecraft for a February 1981 launch on STS Flight 7. The preliminary flight profile that conceptually implements the flight requirements and constraints levied by the STS, inertial upper stage (IUS), and the TDRS spacecraft is presented. The integrated major flight design guidelines and requirements used in the development of the flight profile are included together with a flight sequence of events and time line that describe the profile and reflect implementation of the integrated set of requirements.

Source record↗
NASA NTRS1984

Real-time pilot guidance system for improved flight test maneuvers

The Dryden Flight Research Facility of the NASA Ames Research Center has developed a pilot trajectory guidance system that increases the accuracy of flight-test data and decreases the time required to achieve and maintain desired test conditions. The system usually presented to the pilot computed differences between reference or desired and actual flight state conditions. The pilot then used a cockpit display as an aid to acquire and hold desired test conditions. This paper discusses various flight-test maneuvers and the quality of data obtained using the guidance system. Some comparisons are made between the quality of maneuvers obtained with and without the system. Limited details of the guidance system and algorithms used are included. In general, the guidance system improved the quality of the maneuvers and trajectories flown, as well as allowing trajectories to be flown that would not have been possible without the system. This system has moved from the developmental stage to full operational use in various Dryden research and test aircraft.

Meyer, R. R., Jr.↗
NASA NTRS1987

Full-scale Transport Controlled Impact Demonstration Program

The Federal Aviation Administration (FAA) and NASA conducted a full-scale air-to-surface impact-survivable impact demonstration with a remotely piloted transport aircraft on 1 December 1984, at Edwards Air Force Base, California. The test article consisted of experiments, special equipment, and supporting systems, such as antimisting kerosene (AMK), crashworthiness structural/restraint, analytical modeling, cabin fire safety, flight data recorders, post-impact investigation, instrumentation/data acquisition systems, remotely piloted vehicle/flight control systems, range and flight safety provisions, etc. This report describes the aircraft, experiments, systems, activities, and events which lead up to the Controlled Impact Demonstration (CID). An overview of the final unmanned remote control flight and sequence of impact events are delineated. Preliminary post CID observations are presented.

Source record↗
NASA NTRS1991

Advanced flight software reconfiguraton

Information is given in viewgraph form on advanced flight software reconfiguration. Reconfiguration is defined as identifying mission and configuration specific requirements, controlling mission and configuration specific data, binding this information to the flight software code to perform specific missions, and the release and distribution of the flight software. The objectives are to develop, demonstrate, and validate advanced software reconfiguration tools and techniques; to demonstrate reconfiguration approaches on Space Station Freedom (SSF) onboard systems displays; and to interactively test onboard systems displays, flight software, and flight data.

Porcher, Bryan↗