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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

An approach to design knowledge capture for the space station

The design of NASA's space station has begun. During the design cycle, and after activation of the space station, the reoccurring need will exist to access not only designs, but also deeper knowledge about the designs, which is only hinted in the design definition. Areas benefiting from this knowledge include training, fault management, and onboard automation. NASA's Artificial Intelligence Office at Johnson Space Center and The MITRE Corporation have conceptualized an approach for capture and storage of design knowledge.

Wechsler, D. B.↗
NASA NTRS1988

Electromagnetic propagation in PEC and absorbing curved S-ducts

A finite-element Galerkin formulation has been developed to study transverse magnetic (TM) wave propagation in 2-D S-curved ducts with both perfectly conducting and absorbing walls. The reflection and transmission at the entrances and the exits of the curved ducts are determined by coupling the finite-element solutions in the curved ducts to the eigenfunctions of an infinite, uniform, perfectly conducting duct. Example solutions are presented for a double mitred and S-ducts of various lengths. The length of the S-duct is found to significantly effect the reflective characteristics of the duct. Also, the effect of curvature on an absorbing duct is illustrated.

Baumeister, Kenneth J.↗
NASA NTRS1987

An approach to design knowledge capture for the space station

The design of NASA's space station has begun. During the design cycle, and after activation of the space station, the reoccurring need will exist to access not only designs, but also deeper knowledge about the designs, which is only hinted in the design definition. Areas benefiting from this knowledge include training, fault management, and onboard automation. NASA's Artificial Intelligence Office at Johnson Space Center and The MITRE Corporation have conceptualized an approach for capture and storage of design knowledge.

Wechsler, D. B.↗
NASA NTRS1988

An architecture for integrating distributed and cooperating knowledge-based Air Force decision aids

MITRE has been developing a Knowledge-Based Battle Management Testbed for evaluating the viability of integrating independently-developed knowledge-based decision aids in the Air Force tactical domain. The primary goal for the testbed architecture is to permit a new system to be added to a testbed with little change to the system's software. Each system that connects to the testbed network declares that it can provide a number of services to other systems. When a system wants to use another system's service, it does not address the server system by name, but instead transmits a request to the testbed network asking for a particular service to be performed. A key component of the testbed architecture is a common database which uses a relational database management system (RDBMS). The RDBMS provides a database update notification service to requesting systems. Normally, each system is expected to monitor data relations of interest to it. Alternatively, a system may broadcast an announcement message to inform other systems that an event of potential interest has occurred. Current research is aimed at dealing with issues resulting from integration efforts, such as dealing with potential mismatches of each system's assumptions about the common database, decentralizing network control, and coordinating multiple agents.

Nugent, Richard O.↗
NASA NTRS1990

Establishing a communications-intensive network to resolve artificial intelligence issues within NASA's Space Station Freedom research centers community

MITRE Corporation's, A Review of Space Station Freedom Program Capabilities for the Development and Application of Advanced Automation, cites as a critical issue the following situation, extant at the NASA facilities visited in the course of preparing the review: The major issues noted with regard to design and research facilities deal with cooperative problem solving, technology transfer, and communication between these facilities. While the authors were visiting lab and test beds to collect information, personnel at many of these facilities were interested in any information they could collect on activities at other facilities. A formal means of gathering this information could not be identified by these personnel. While communication between some facilities was taking place or was planned, for technology transfer or coordination of schedules (e.g., for SADP demonstrations), poor communication between these facilities could lead to a lack of technical standards, duplication of effort, poorly defined interfaces, scheduling problems, and increased cost. Formal mechanisms by which effective communication and cooperative problem solving can take place, and information can be disseminated, must be defined. A solution is proposed for the communications aspects of the issues addressed above; and offered at the same time a solution which can prove effective in dealing with some of the problems being encountered with expertise being lost via retirement or defection to the private sector. The proffered recommendations are recognizably cost-effective and tap the rising sector of expert knowledge being produced by the American academic community.

Howard, E. Davis, III↗
NASA NTRS1990

Integrated support structure for GASCAN 2

The focus of the Worcester Polytechnic Institute (WPI) Advanced Space Design Program was the preliminary design of the Integrated Support Structure for GASCAN II, a Get Away Special canister donated by the MITRE Corporation. Two teams of three students each worked on the support structure. There was a structural design team and a thermal design team. The structure will carry three experiments also undergoing preliminary design this year, the mu-gravity Ignition Experiment, the Rotational Flow in Low Gravity Experiment, and the Ionospheric Properties and Propagation Experiment. The structural design team was responsible for the layout of the GASCAN and the preliminary design of the structure itself. They produced the physical interface specifications defining the baseline weights and volumes for the equipment and produced layout drawings of the system. The team produced static and modal finite element analysis of the structure using ANSYS. The thermal design team was responsible for the power and timing requirements of the payload and for the identification and preliminary analysis of potential thermal problems. The team produced the power, timing, and energy interface specifications and assisted in the development of the specification of the battery pack. The thermal parameters of each experiment were cataloged and the experiments were subjected to worst case heat transfer scenarios.

Source record↗
NASA NTRS1991

Range Scheduling Aid (RSA)

Range Scheduling Aid (RSA) is presented in the form of the viewgraphs. The following subject areas are covered: satellite control network; current and new approaches to range scheduling; MITRE tasking; RSA features; RSA display; constraint based analytic capability; RSA architecture; and RSA benefits.

Logan, J. R.↗
NASA NTRS1994

Application of a Monte Carlo accuracy assessment tool to TDRS and GPS

In support of a NASA study on the application of radio interferometry to satellite orbit determination, MITRE developed a simulation tool for assessing interferometric tracking accuracy. Initially, the tool was applied to the problem of determining optimal interferometric station siting for orbit determination of the Tracking and Data Relay Satellite (TDRS). Subsequently, the Orbit Determination Accuracy Estimator (ODAE) was expanded to model the general batch maximum likelihood orbit determination algorithms of the Goddard Trajectory Determination System (GTDS) with measurement types including not only group and phase delay from radio interferometry, but also range, range rate, angular measurements, and satellite-to-satellite measurements. The user of ODAE specifies the statistical properties of error sources, including inherent observable imprecision, atmospheric delays, station location uncertainty, and measurement biases. Upon Monte Carlo simulation of the orbit determination process, ODAE calculates the statistical properties of the error in the satellite state vector and any other parameters for which a solution was obtained in the orbit determination. This paper presents results from ODAE application to two different problems: (1)determination of optimal geometry for interferometirc tracking of TDRS, and (2) expected orbit determination accuracy for Global Positioning System (GPS) tracking of low-earth orbit (LEO) satellites. Conclusions about optimal ground station locations for TDRS orbit determination by radio interferometry are presented, and the feasibility of GPS-based tracking for IRIDIUM, a LEO mobile satellite communications (MOBILSATCOM) system, is demonstrated.

Pavloff, Michael S.↗
NASA NTRS1994

TDRS orbit determination by radio interferometry

In support of a NASA study on the application of radio interferometry to satellite orbit determination, MITRE developed a simulation tool for assessing interferometry tracking accuracy. The Orbit Determination Accuracy Estimator (ODAE) models the general batch maximum likelihood orbit determination algorithms of the Goddard Trajectory Determination System (GTDS) with the group and phase delay measurements from radio interferometry. ODAE models the statistical properties of tracking error sources, including inherent observable imprecision, atmospheric delays, clock offsets, station location uncertainty, and measurement biases, and through Monte Carlo simulation, ODAE calculates the statistical properties of errors in the predicted satellites state vector. This paper presents results from ODAE application to orbit determination of the Tracking and Data Relay Satellite (TDRS) by radio interferometry. Conclusions about optimal ground station locations for interferometric tracking of TDRS are presented, along with a discussion of operational advantages of radio interferometry.

Pavloff, Michael S.↗
NASA NTRS1993

Virtual environment architecture for rapid application development

We describe the MITRE Virtual Environment Architecture (VEA), a product of nearly two years of investigations and prototypes of virtual environment technology. This paper discusses the requirements for rapid prototyping, and an architecture we are developing to support virtual environment construction. VEA supports rapid application development by providing a variety of pre-built modules that can be reconfigured for each application session. The modules supply interfaces for several types of interactive I/O devices, in addition to large-screen or head-mounted displays.

Grinstein, Georges G.↗
NASA NTRS1995

Technologies and Designs for Electronic Nanocomputers

Diverse space-related applications have been proposed for microscopic and sub-microscopic structures, mechanisms, and 'organisms'. To govern their functions, many of these tiny systems will require even smaller, nanometer-scale programmable computers, i.e. 'nanocomputers' on-board. This paper provides an overview of the results of a nearly two-year study of the technologies and designs that presently are in development for electronic nanocomputers. Strengths and weaknesses of the various technologies and designs are discussed, as well as promising directions for remedying some of the present research issues in this area. The presentation is a synopsis of a longer MITRE review article on the same subject.

Montemerlo, Michael S.↗
NASA NTRS2004

Exploration of Terminal Procedures Enabled by NASA Wake VAS Technologies

The National Aeronautics and Space Administration (NASA) tasked The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) to investigate potential air traffic control (ATC) procedures that could benefit from technology used or developed in NASA's Wake Vortex Advisory System (WakeVAS). The task also required developing an estimate of the potential benefits of the candidate procedures. The main thrust of the investigation was to evaluate opportunities for improved capacity and efficiency in airport arrival and departure operations. Other procedures that would provide safety enhancements were also considered. The purpose of this investigation was to provide input to the WakeVAS program office regarding the most promising areas of development for the program. A two-fold perspective was desired: First, identification of benefits from possible procedures enabled by both incremental components and the mature state of WakeVAS technology; second identification of procedures that could be expected to evolve from the current Federal Aviation Administration (FAA) procedures. The evolution of procedures should provide meaningful increments of benefit and a low risk implementation of the WakeVAS technologies.

Lunsford, Clark R.↗
NASA NTRS2001

Development and Validation of the Controller Acceptance Rating Scale (CARS): Results of Empirical Research

The measurement of operational acceptability is important for the development, implementation, and evolution of air traffic management decision support tools. The Controller Acceptance Rating Scale was developed at NASA Ames Research Center for the development and evaluation of the Passive Final Approach Spacing Tool. CARS was modeled after a well-known pilot evaluation rating instrument, the Cooper-Harper Scale, and has since been used in the evaluation of the User Request Evaluation Tool, developed by MITRE's Center for Advanced Aviation System Development. In this paper, we provide a discussion of the development of CARS and an analysis of the empirical data collected with CARS to examine construct validity. Results of intraclass correlations indicated statistically significant reliability for the CARS. From the subjective workload data that were collected in conjunction with the CARS, it appears that the expected set of workload attributes was correlated with the CARS. As expected, the analysis also showed that CARS was a sensitive indicator of the impact of decision support tools on controller operations. Suggestions for future CARS development and its improvement are also provided.

Lee, Katharine K.↗
NASA NTRS2000

Next Generation CTAS Tools

The FAA's Free Flight Phase 1 Office is in the process of deploying the current generation of CTAS tools, which are the Traffic Management Advisor (TMA) and the passive Final Approach Spacing Tool (pFAST), at selected centers and airports. Research at NASA is now focussed on extending the CTAS software and computer human interfaces to provide more advanced capabilities. The Multi-center TMA (McTMA) is designed to operate at airports where arrival flows originate from two or more centers whose boundaries are in close proximity to the TRACON boundary. McTMA will also include techniques for routing arrival flows away from congested airspace and around airspace reserved for arrivals into other hub airports. NASA is working with FAA and MITRE to build a prototype McTMA for the Philadelphia airport. The active Final Approach Spacing Tool (aFAST) provides speed and heading advisories to help controllers achieve accurate spacing between aircraft on final approach. These advisories will be integrated with those in the existing pFAST to provide a set of comprehensive advisories for controlling arrival traffic from the TRACON boundary to touchdown at complex, high-capacity airports. A research prototype of aFAST, designed for the Dallas-Fort Worth is in an advanced stage of development. The Expedite Departure Path (EDP) and Direct-To tools are designed to help controllers guide departing aircraft out of the TRACON airspace and to climb to cruise altitude along the most efficient routes.

Erzberger, Heinz↗
NASA NTRS2006

Time Relevance of Convective Weather Forecast for Air Traffic Automation

The Federal Aviation Administration (FAA) is handling nearly 120,000 flights a day through its Air Traffic Management (ATM) system and air traffic congestion is expected to increse substantially over the next 20 years. Weather-induced impacts to throughput and efficiency are the leading cause of flight delays accounting for 70% of all delays with convective weather accounting for 60% of all weather related delays. To support the Next Generation Air Traffic System goal of operating at 3X current capacity in the NAS, ATC decision support tools are being developed to create advisories to assist controllers in all weather constraints. Initial development of these decision support tools did not integrate information regarding weather constraints such as thunderstorms and relied on an additional system to provide that information. Future Decision Support Tools should move towards an integrated system where weather constraints are factored into the advisory of a Decision Support Tool (DST). Several groups such at NASA-Ames, Lincoln Laboratories, and MITRE are integrating convective weather data with DSTs. A survey of current convective weather forecast and observation data show they span a wide range of temporal and spatial resolutions. Short range convective observations can be obtained every 5 mins with longer range forecasts out to several days updated every 6 hrs. Today, the short range forecasts of less than 2 hours have a temporal resolution of 5 mins. Beyond 2 hours, forecasts have much lower temporal. resolution of typically 1 hour. Spatial resolutions vary from 1km for short range to 40km for longer range forecasts. Improving the accuracy of long range convective forecasts is a major challenge. A report published by the National Research Council states improvements for convective forecasts for the 2 to 6 hour time frame will only be achieved for a limited set of convective phenomena in the next 5 to 10 years. Improved longer range forecasts will be probabilistic as opposed to the deterministic shorter range forecasts. Despite the known low level of confidence with respect to long range convective forecasts, these data are still useful to a DST routing algorithm. It is better to develop an aircraft route using the best information available than no information. The temporally coarse long range forecast data needs to be interpolated to be useful to a DST. A DST uses aircraft trajectory predictions that need to be evaluated for impacts by convective storms. Each time-step of a trajectory prediction n&s to be checked against weather data. For the case of coarse temporal data, there needs to be a method fill in weather data where there is none. Simply using the coarse weather data without any interpolation can result in DST routes that are impacted by regions of strong convection. Increasing the temporal resolution of these data can be achieved but result in a large dataset that may prove to be an operational challenge in transmission and loading by a DST. Currently, it takes about 7mins retrieve a 7mb RUC2 forecast file from NOAA at NASA-Ames Research Center. A prototype NCWF6 1 hour forecast is about 3mb in size. A Six hour NCWFG forecast with a 1hr forecast time-step will be about l8mb (6 x 3mb). A 6 hour NCWF6 forecast with a l5min forecast time-step will be about 7mb (24 x 3mb). Based on the time it takes to retrieve a 7mb RUC2 forecast, it will take approximately 70mins to retrieve a 6 hour NCWF forecast with 15min time steps. Until those issues are addressed, there is a need to develop an algorithm that interpolates between these temporally coarse long range forecasts. This paper describes a method of how to use low temporal resolution probabilistic weather forecasts in a DST. The beginning of this paper is a description of some convective weather forecast and observation products followed by an example of how weather data are used by a DST. The subsequent sections will describe probabilistic forecasts followed by a descrtion of a method to use low temporal resolution probabilistic weather forecasts by providing a relevance value to these data outside of their valid times.

Chan, William N.↗
NASA NTRS2010

DARPA DTN Phase 3 Core Engineering Support

This report covers the initial DARPA DTN Phase 3 activities as JPL provided Core Engineering Support to the DARPA DTN Program, and then further details the culmination of the Phase 3 Program with a systematic development, integration and test of a disruption-tolerant C2 Situation Awareness (SA) system that may be transitioned to the USMC and deployed in the near future. The system developed and tested was a SPAWAR/JPL-Developed Common Operating Picture Fusion Tool called the Software Interoperability Environment (SIE), running over Disruption Tolerant Networking (DTN) protocols provided by BBN and MITRE, which effectively extends the operational range of SIE from normal fully-connected internet environments to the mobile tactical edges of the battlefield network.

Disruption Tolerant Networking (DTN) protocols↗
NASA NTRS2014

Analysis and Simulation of the Simplified Aircraft-Based Paired Approach Concept With the ALAS Alerting Algorithm in Conjunction With Echelon and Offset Strategies

This report presents analytical and simulation results of an investigation into proposed operational concepts for closely spaced parallel runways, including the Simplified Aircraft-based Paired Approach (SAPA) with alerting and an escape maneuver, MITRE?s echelon spacing and no escape maneuver, and a hybrid concept aimed at lowering the visibility minima. We found that the SAPA procedure can be used at 950 ft separations or higher with next-generation avionics and that 1150 ft separations or higher is feasible with current-rule compliant ADS-B OUT. An additional 50 ft reduction in runway separation for the SAPA procedure is possible if different glideslopes are used. For the echelon concept we determined that current generation aircraft cannot conduct paired approaches on parallel paths using echelon spacing on runways less than 1400 ft apart and next-generation aircraft will not be able to conduct paired approach on runways less than 1050 ft apart. The hybrid concept added alerting and an escape maneuver starting 1 NM from the threshold when flying the echelon concept. This combination was found to be effective, but the probability of a collision can be seriously impacted if the turn component of the escape maneuver has to be disengaged near the ground (e.g. 300 ft or below) due to airport buildings and surrounding terrain. We also found that stabilizing the approach path in the straight-in segment was only possible if the merge point was at least 1.5 to 2 NM from the threshold unless the total system error can be sufficiently constrained on the offset path and final turn.

Torres-Pomales, Wilfredo↗
NASA NTRS2013

Evaluation of the Terminal Sequencing and Spacing System for Performance Based Navigation Arrivals

NASA has developed the Terminal Sequencing and Spacing (TSS) system, a suite of advanced arrival management technologies combining timebased scheduling and controller precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals that have both current standard ATC routes and terminal Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. In collaboration with the FAA and MITRE's Center for Advanced Aviation System Development (CAASD), TSS system performance was evaluated in human-in-the-loop (HITL) simulations with currently active controllers as participants. Traffic scenarios had mixed Area Navigation (RNAV) and Required Navigation Performance (RNP) equipage, where the more advanced RNP-equipped aircraft had preferential treatment with a shorter approach option. Simulation results indicate the TSS system achieved benefits by enabling PBN, while maintaining high throughput rates-10% above baseline demand levels. Flight path predictability improved, where path deviation was reduced by 2 NM on average and variance in the downwind leg length was 75% less. Arrivals flew more fuel-efficient descents for longer, spending an average of 39 seconds less in step-down level altitude segments. Self-reported controller workload was reduced, with statistically significant differences at the p less than 0.01 level. The RNP-equipped arrivals were also able to more frequently capitalize on the benefits of being "Best-Equipped, Best- Served" (BEBS), where less vectoring was needed and nearly all RNP approaches were conducted without interruption.

terminal sequencing↗