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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 469 records · Page 26
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Station-keeping guidance

The station-keeping guidance system is described, which is designed to automatically keep one orbiting vehicle within a prescribed zone fixed with respect to another orbiting vehicle. The active vehicle, i.e. the one performing the station-keeping maneuvers, is referred to as the shuttle. The other passive orbiting vehicle is denoted as the workshop. The passive vehicle is assumed to be in a low-eccentricity near-earth orbit. The primary navigation sensor considered is a gimballed tracking radar located on board the shuttle. It provides data on relative range and range rate between the two vehicles. Also measured are the shaft and trunnion axes gimbal angles. An inertial measurement unit (IMU) is provided on board the orbiter. The IMU is used at all times to provide an attitude reference for the vehicle. The IMU accelerometers are used periodically to monitor the velocity-correction burns applied to the shuttle during the station-keeping mode. The guidance system is capable of station-keeping the shuttle in any arbitrary position with respect to the workshop by periodically applying velocity-correction pulses to the shuttle.

Gustafson, D. E.↗
NASA NTRS2003

Software for a GPS-Reflection Remote-Sensing System

A special-purpose software Global Positioning System (GPS) receiver designed for remote sensing with reflected GPS signals is described in Delay/Doppler-Mapping GPS-Reflection Remote-Sensing System (NPO-30385), which appears elsewhere in this issue of NASA Tech Briefs. The input accepted by this program comprises raw (open-loop) digitized GPS signals sampled at a rate of about 20 MHz. The program processes the data samples to perform the following functions: detection of signals; tracking of phases and delays; mapping of delay, Doppler, and delay/Doppler waveforms; dual-frequency processing; coherent integrations as short as 125 s; decoding of navigation messages; and precise time tagging of observable quantities. The software can perform these functions on all detectable satellite signals without dead time. Open-loop data collected over water, land, or ice and processed by this software can be further processed to extract geophysical information. Possible examples include mean sea height, wind speed and direction, and significant wave height (for observations over the ocean); bistatic-radar terrain images and measures of soil moisture and biomass (for observations over land); and estimates of ice age, thickness, and surface density (for observations over ice).

Lowe, Stephen↗
NASA NTRS2000

Ionospheric specification algorithms for precise GPS-based aircraft navigation

We present a technique for converting real-time total electron content (TEC) measurements into gridded vertical delay corrections at the GPS L***sub***1 frequency, which will be broadcast to users every 5 min via geosynchronous satellite. Users will convert these delays to slant corrections for their own particular lines of sight to GPS satellites. To preserve user safety, estimates of the error in the user delay corrections will also be broadcast.

Global↗
NASA NTRS1999

Flight Test of an Adaptive Configuration Optimization System for Transport Aircraft

A NASA Dryden Flight Research Center program explores the practical application of real-time adaptive configuration optimization for enhanced transport performance on an L-1011 aircraft. This approach is based on calculation of incremental drag from forced-response, symmetric, outboard aileron maneuvers. In real-time operation, the symmetric outboard aileron deflection is directly optimized, and the horizontal stabilator and angle of attack are indirectly optimized. A flight experiment has been conducted from an onboard research engineering test station, and flight research results are presented herein. The optimization system has demonstrated the capability of determining the minimum drag configuration of the aircraft in real time. The drag-minimization algorithm is capable of identifying drag to approximately a one-drag-count level. Optimizing the symmetric outboard aileron position realizes a drag reduction of 2-3 drag counts (approximately 1 percent). Algorithm analysis of maneuvers indicate that two-sided raised-cosine maneuvers improve definition of the symmetric outboard aileron drag effect, thereby improving analysis results and consistency. Ramp maneuvers provide a more even distribution of data collection as a function of excitation deflection than raised-cosine maneuvers provide. A commercial operational system would require airdata calculations and normal output of current inertial navigation systems; engine pressure ratio measurements would be optional.

Gilyard, Glenn B.↗
NASA NTRS1988

Navigation with noncoherent data - A demonstration for VEGA Venus flyby phase

Deep Space navigation with noncoherent (one-way) data types is demonstrated for the VEGA Venus flyby phase under extreme conditions. Estimates and statistics are computed using one-way Doppler and wideband Very Long Baseline Interferometry (VLBI) data. The behavior of the onboard oscillator is modeled for both spacecraft to obtain useful orbit determination results. Even with this limitation, it is demonstrated that one-way data solutions are comparable with the solutions using both Soviet sparse coherent (two-way) and wideband VLBI data. During the useful life time of VEGA balloons, the two solutions differ by a maximum of 4.7 km in position and 7.6 cm/sec in velocity for VEGA 1 and by a maximum of 8 km and 42 cm/sec for VEGA 2.

Bhat, Ramachandra S.↗
NASA NTRS2003

GPS Navigation Results from the Low Power Transceiver CANDOS Experiment on STS-107

This paper presents the Global Positioning System (GPS) navigation results from the Communications and Savigation Demonstration on Shuttle (CANDOS) experiment flown on STS- 107. The CAkDOS experiment consisted of the Low Power Transceiver (LPT) that hosted the GPS Enhanced Orbit Determination Experiment (GEODE) orbit determination software. All CANDOS test data were recovered during the mission using the LPT's Tracking and Data Relay Satellite System (TDRSS) uplinh'downlink communications capabilit! . An overview of the LPT's navigation software and the GPS experiment timeline is presented. In addition. this paper discusses GEODE performance results. including comparisons ibith the Best Estimate of Trajectory (BET). N.ASA Johnson Space Center (JSC) real-time ground navigation vectors. and post-processed solutions using the Goddard Trajectory Determination System (GTDS).

Haas, Lin↗
NASA NTRS2006

GOES-R STATIONKEEPING AND MOMENTUM MANAGEMENT

The NOAA Geostationary Operational Environmental Satellites (GOES) fire thrusters to remain within a 1deg longitude-latitude box and to dump accumulated angular momentum. In the past, maneuvers have disrupted GOES imaging due to attitude transients and the loss of orbit knowledge. If the R-series of spacecraft to be launched starting in 2012 were to follow current practice, maneuvers would still fail to meet Image Navigation and Registration (INR) specifications during and after thruster firings. Although maneuvers and recovery take only one percent of spacecraft lifetime, they sometimes come at inopportune times, such as hurricane season, when coverage is critical. To alleviate this problem, thruster firings small enough not to affect imaging are being considered. Eliminating post-maneuver recovery periods increases availability and facilitates autonomous operation. Frequent maneuvers also reduce 1ongitudeAatitude variation and allow satellite co-location. Improved orbit observations come from a high-altitude GPS receiver, and improved attitude control comes from thruster torque compensation. This paper reviews the effects of thruster firings on position knowledge and pointing control and suggests that low-thrust burns plus GPS and feedforward control offer a less disruptive approach to GOES-R stationkeeping and momentum management.

Chu, Donald↗
NASA NTRS1993

Current and planned use of the Navstar Global Positioning System by NASA

NASA was quick to realize the potential that the Global Positioning System (GPS) had to offer for its many diverse vehicles, experiments and platforms. Soon after the first Block 1 GPS satellites were launched, NASA began to use the tremendous capabilities that they had to offer. Even with a partial GPS constellation in place, important results have been obtained about the shape, orientation and rotation of the earth and calibration of the ionosphere and troposphere. These calibrations enhance geophysical science and facilitate the navigation of interplanetary spacecraft. Some very important results have been obtained in the continuing NASA program for aircraft terminal area operations. Currently, a large amount of activity is being concentrated on real time kinematic carrier phase tracking which has the potential to revolutionize aircraft navigation. This year marks the launch of the first GPS receiver equipped earth-orbiting NASA spacecraft: the Extreme Ultraviolet Explorer and the Ocean Topography Experiment (TOPEX/Poseidon). This paper describes a cross section of GPS-based research at NASA.

Theiss, Harold L.↗
NASA NTRS2005

A Design Comparison of Atmospheric Flight Vehicles for the Exploration of Titan

Titan, the largest moon of Saturn, is one of the most scientifically interesting locations in the Solar System. With a very cold atmosphere that is five times as dense as Earth s, and one and a half times the surface pressure, it also provides one of the most aeronautically fascinating environments known to humankind. While this may seem the ideal place to attempt atmospheric flight, many challenges await any vehicle attempting to navigate through it. In addition to these physical challenges, any scientific exploration mission to Titan will most likely have several operational constraints. One difficult constraint is the desire for a global survey of the planet and thus, a long duration flight within the atmosphere. Since many of the scientific measurements that would be unique to a vehicle flying through the atmosphere (as opposed to an orbiting spacecraft) desire near-surface positioning of their associated instruments, the vehicle must also be able to fly within the first scale height of the atmosphere. Another difficult constraint is that interaction with the surface, whether by landing or dropped probe, is also highly desirable from a scientific perspective. Two common atmospheric flight platforms that might be used for this mission are the airplane and airship. Under the assumption of a mission architecture that would involve an orbiting relay spacecraft delivered via aerocapture and an atmospheric flight vehicle delivered via direct entry, designs were developed for both platforms that are unique to Titan. Consequently, after a viable design was achieved for each platform, their advantages and disadvantages were compared. This comparison included such factors as deployment risk, surface interaction capability, mass, and design heritage. When considering all factors, the preferred candidate platform for a global survey of Titan is an airship.

Gasbarre, Joseph F.↗
NASA NTRS1986

Navigating the International Cometary Explorer for encounter with Comet Giacobini-Zinner

The navigation of the International Cometary Explorer for its encounter with Comet Giacobini-Zinner, provided by orbit determination using radio metric data from the 64-m Deep Space Network antennas in California and Spain, is discussed. Orbital solutions providing predictions of 50-km geocentric delivery accuracy in the target plane were achieved using 6-12 week data arcs between periodic attitude change maneuvers. The one-sigma two-way range and range rate were found to be 40 m and 0.2 mm/s or better, respectively. Post-flight analysis shows tail centerline passage to be achieved within 10 s of the predicted time, and a geocentric position uncertainty at the encounter of better than 40 km is found.

Efron, L.↗
NASA NTRS2014

Recent Successes and Future Plans for NASA's Space Communications and Navigation Testbed on the International Space Station

Flexible and extensible space communications architectures and technology are essential to enable future space exploration and science activities. NASA has championed the development of the Space Telecommunications Radio System (STRS) software defined radio (SDR) standard and the application of SDR technology to reduce the costs and risks of using SDRs for space missions, and has developed an on-orbit testbed to validate these capabilities. The Space Communications and Navigation (SCaN) Testbed (previously known as the Communications, Navigation, and Networking reConfigurable Testbed (CoNNeCT)) is advancing SDR, on-board networking, and navigation technologies by conducting space experiments aboard the International Space Station. During its first year(s) on-orbit, the SCaN Testbed has achieved considerable accomplishments to better understand SDRs and their applications. The SDR platforms and software waveforms on each SDR have over 1500 hours of operation and are performing as designed. The Ka-band SDR on the SCaN Testbed is NASAs first space Ka-band transceiver and is NASA's first Ka-band mission using the Space Network. This has provided exciting opportunities to operate at Ka-band and assist with on-orbit tests of NASA newest Tracking and Data Relay Satellites (TDRS). During its first year, SCaN Testbed completed its first on-orbit SDR reconfigurations. SDR reconfigurations occur when implementing new waveforms on an SDR. SDR reconfigurations allow a radio to change minor parameters, such as data rate, or complete functionality. New waveforms which provide new capability and are reusable across different missions provide long term value for reconfigurable platforms such as SDRs. The STRS Standard provides guidelines for new waveform development by third parties. Waveform development by organizations other than the platform provider offers NASA the ability to develop waveforms itself and reduce its dependence and costs on the platform developer. Each of these new waveforms requires a waveform build environment for the particular SDR, helps assess the usefulness of the platform provider documentation, and exercises the objectives of STRS Standard and the SCaN Testbed. There is considerable interest in conducting experiments using the SCaN Testbed from NASA, academia, commercial companies, and other space agencies. There are approximately 25 experiments or activities supported by the project underway or in development, with more proposals ready, as time and funding allow, and new experiment solicitations available. NASA continues development of new waveforms and applications in communications, networking, and navigation, the first university experimenters are beginning waveform development, which will support the next generation of communications engineers, and international interest is beginning with space agency partners from European Space Agency (ESA) and the Centre National d'Etudes Spatiales (CNES). This paper will provide an overview of the SCaN Testbed and discuss its recent accomplishments and experiment activities.Its recent successes in Ka-band operations, reception of the newest GPS signals, SDR reconfigurations, and STRS demonstration in space when combined with the future experiment portfolio have positioned the SCaN Testbed to enable future space communications and navigation capabilities for exploration and science.

SOFTWARE DEFINED RADIO↗
NASA NTRS1990

Navigation accuracies for GPS demonstration on Topex/Poseidon

When Topex/Poseidon, is launched in June 1992, the joint United States/French oceanographic satellite mission will carry a developmental Global Positioning System (GPS) receiver on board to support the planned GPS demonstration experiment. The navigation operations aspect of the demonstration will develop software and operational procedures for the GPS Data Processing Facility (GDPF) at NASA's Jet Propulsion Laboratory. This paper presents simulations and covariance analysis of operational scenarios in support of the GDPF. Multi-orbit filter techniques using GPS carrier phase and P-code pseudo-range are studied both to tune the filter parameters and to determine feasible arc lengths for use in operations. In addition, a baseline operational scenario is presented with performance results given in terms of end-to-end processing times and computational loading based on a prototype version of the operational software.

Williams, B. G.↗
NASA NTRS1992

Ulysses navigation at Jupiter encounter

The Ulysses spacecraft encountered Jupiter in February 1992, to provide a gravity assist for its prime mission over the poles of the sun. Orbit determination performed before the nominal final targeting maneuver resulted in the maneuver being cancelled. A surprisingly large Jupiter ephemeris error resulted in a slightly different encounter than planned, but one still meeting requirements. In an accompanying experiment, an alternative method of processing two-way range data was demonstrated, showing that orbit solutions obtained from only range and Doppler data can approach the accuracy of solutions based on Very Long Baseline Interferometry, range and Doppler data. Post-encounter reconstruction of the spacecraft orbit shows that the Jupiter-relative position of the spacecraft is known to within 3 kilometers, and that the Jupiter ephemeris at the time of encounter has an uncertainty of 11, 12, and .8 kilometers in the transverse, normal, and radial directions relative to Jupiter's orbit plane.

Mcelrath, Timothy P.↗
NASA NTRS1992

The goldstone real-time connected element interferometer

Connected element interferometry (CEI) is a technique of observing a celestial radio source at two spatially separated antennas and then interfering the received signals to extract the relative phase of the signal at the two antennas. The high precision of the resulting phase delay data type can provide an accurate determination of the angular position of the radio source relative to the baseline vector between the two stations. This article describes a recently developed connected element interferometer on a 21-km baseline between two antennas at the Deep Space Network's Goldstone, California, tracking complex. Fiber-optic links are used to transmit the data to a common site for processing. The system incorporates a real-time correlator to process these data in real time. The architecture of the system is described, and observational data are presented to characterize the potential performance of such a system. The real-time processing capability offers potential advantages in terms of increased reliability and improved delivery of navigational data for time-critical operations. Angular accuracies of 50-100 nrad are achievable on this baseline.

Edwards, C., Jr.↗
NASA NTRS1994

Navigating the airport surface: Electronic vs. paper maps

Recent advances in the Differential Global Positioning System (DGPS) and ground/aircraft data-links provide a basis for the generation of an accurate cockpit navigational map display including data-linked ATC-cleared ground routes. Such an electronic map may have the potential to improve pilots' situation awareness and taxi performance and thereby lessen runway incursions. The objective of this simulator study was to assess the potential improvements in these areas when using an advanced electronic map (compared to using today's paper map) under two outside scene visibility levels. Results showed average taxi speed increased under both good and poor visibilities, by as much as 24 percent, due in part to eliminating the time used for orientation with the paper map. Pilots made only one-third as many errors as well and commented that they believed that the electronic map gave them better awareness.

Batson, Vernon M.↗
NASA NTRS2003

Navigation Flight Test Results from the Low Power Transceiver Communications and Navigation Demonstration on Shuttle (CANDOS) Experiment

This paper presents the Global Positioning System (GPS) navigation results from the Communications and Navigation Demonstration on Shuttle (CANDOS) experiment flown on STS-107. This experiment was the initial flight of a Low Power Transceiver (LPT) that featured high capacity space- space and space-ground communications and GPS- based navigation capabilities. The LPT also hosted the GPS Enhanced Orbit Determination Experiment (GEODE) orbit determination software. All CANDOS test data were recovered during the mission using LPT communications links via the Tracking and Data Relay Satellite System (TDRSS). An overview of the LPT s navigation software and the GPS experiment timeline is presented, along with comparisons of test results to the NASA Johnson Space Center (JSC) real-time ground navigation vectors and Best Estimate of Trajectory (BET).

Haas, Lin↗
NASA NTRS2010

The Waypoint Planning Tool: Real Time Flight Planning for Airborne Science

NASA Earth science research utilizes both spaceborne and airborne real time observations in the planning and operations of its field campaigns. The coordination of air and space components is critical to achieve the goals and objectives and ensure the success of an experiment. Spaceborne imagery provides regular and continual coverage of the Earth and it is a significant component in all NASA field experiments. Real time visible and infrared geostationary images from GOES satellites and multi-spectral data from the many elements of the NASA suite of instruments aboard the TRMM, Terra, Aqua, Aura, and other NASA satellites have become norm. Similarly, the NASA Airborne Science Program draws upon a rich pool of instrumented aircraft. The NASA McDonnell Douglas DC-8, Lockheed P3 Orion, DeHavilland Twin Otter, King Air B200, Gulfstream-III are all staples of a NASA's well-stocked, versatile hangar. A key component in many field campaigns is coordinating the aircraft with satellite overpasses, other airplanes and the constantly evolving, dynamic weather conditions. Given the variables involved, developing a good flight plan that meets the objectives of the field experiment can be a challenging and time consuming task. Planning a research aircraft mission within the context of meeting the science objectives is complex task because it is much more than flying from point A to B. Flight plans typically consist of flying a series of transects or involve dynamic path changes when "chasing" a hurricane or forest fire. These aircraft flight plans are typically designed by the mission scientists then verified and implemented by the navigator or pilot. Flight planning can be an arduous task requiring frequent sanity checks by the flight crew. This requires real time situational awareness of the weather conditions that affect the aircraft track. Scientists at the University of Alabama-Huntsville and the NASA Marshall Space Flight Center developed the Waypoint Planning Tool, an interactive software tool, that enables scientists to develop their own flight plans (also known as waypoints) with point-and-click mouse capabilities on a digital map draped with real time satellite imagery. The Waypoint Planning Tool has further advanced to include satellite orbit predictions and seamlessly interfaces with the Real Time Mission Monitor which tracks the aircraft s position when the planes are flying. This presentation will describe the capabilities and features of the Waypoint Planning Tool highlighting the real time aspect, interactive nature and the resultant benefits to the airborne science community.

He, Yubin↗
NASA NTRS2015

Avionics Configuration Assessment for Flightdeck Interval Management: A Comparison of Avionics and Notification Methods

Flightdeck Interval Management is one of the NextGen operational concepts that FAA is sponsoring to realize requisite National Airspace System (NAS) efficiencies. Interval Management will reduce variability in temporal deviations at a position, and thereby reduce buffers typically applied by controllers - resulting in higher arrival rates, and more efficient operations. Ground software generates a strategic schedule of aircraft pairs. Air Traffic Control (ATC) provides an IM clearance with the IM spacing objective (i.e., the TTF, and at which point to achieve the appropriate spacing from this aircraft) to the IM aircraft. Pilots must dial FIM speeds into the speed window on the Mode Control Panel in a timely manner, and attend to deviations between actual speed and the instantaneous FIM profile speed. Here, the crew is assumed to be operating the aircraft with autothrottles on, with autopilot engaged, and the autoflight system in Vertical Navigation (VNAV) and Lateral Navigation (LNAV); and is responsible for safely flying the aircraft while maintaining situation awareness of their ability to follow FIM speed commands and to achieve the FIM spacing goal. The objective of this study is to examine whether three Notification Methods and four Avionics Conditions affect pilots' performance, ratings on constructs associated with performance (workload, situation awareness), or opinions on acceptability. Three Notification Methods (alternate visual and aural alerts that notified pilots to the onset of a speed target, conformance deviation from the required speed profile, and reminded them if they failed to enter the speed within 10 seconds) were examined. These Notification Methods were: VVV (visuals for all three events), VAV (visuals for all three events, plus an aural for speed conformance deviations), and AAA (visual indications and the same aural to indicate all three of these events). Avionics Conditions were defined by the instrumentation (and location) used to present IM information to crews: (1) Integrated (IM information is embedded in extant PFD (Primary Flight Display), ND (Navigation Display), EICAS (Engine Indicating and Crew Alerting System) displays); (2) EFB_Aft (IM information is only supplied in an EFB and mounted in location similar to that for MITRE's UPS work); (3) EFB_Fore (IM information is only supplied in an EFB which is mounted more forward, under the side window), and (4) EFB_Aft plus use of an AGD (the same IM information is supplied in an EFB and on an AGD, both mounted in locations similar to that in MITRE's UPS work ). Twelve commercial pilot crews flew descent scenarios (VNAV Speed with the mode control panel (MCP) speed window open until flaps extended, then VNAV Path) in a commercial transport flight simulator with realistic visual scene and communications. The results of this study serve three practical aims: (1) contribute to the down-select of avionics configuration for future assessment of the ASTAR spacing algorithm at NASA; (2) provide information useful to the FAA Human Factors Division (ANG-C1)'s mission to identify issues pertinent to flight certification of, and flight standards; (3) identify methodological considerations in support of future FIM human-in-the-loop (HITL) investigations.

Latorella, Kara A.↗