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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 541 records · Page 30
All sourcesNASA NTRSDOE OSTI
NASA NTRS2008

Mission and Navigation Design for the 2009 Mars Science Laboratory Mission

NASA s Mars Science Laboratory mission will launch the next mobile science laboratory to Mars in the fall of 2009 with arrival at Mars occurring in the summer of 2010. A heat shield, parachute, and rocket-powered descent stage, including a sky crane, will be used to land the rover safely on the surface of Mars. The direction of the atmospheric entry vehicle lift vector will be controlled by a hypersonic entry guidance algorithm to compensate for entry trajectory errors and counteract atmospheric and aerodynamic dispersions. The key challenges for mission design are (1) develop a launch/arrival strategy that provides communications coverage during the Entry, Descent, and Landing phase either from an X-band direct-to-Earth link or from a Ultra High Frequency link to the Mars Reconnaissance Orbiter for landing latitudes between 30 deg North and 30 deg South, while satisfying mission constraints on Earth departure energy and Mars atmospheric entry speed, and (2) generate Earth-departure targets for the Atlas V-541 launch vehicle for the specified launch/arrival strategy. The launch/arrival strategy employs a 30-day baseline launch period and a 27-day extended launch period with varying arrival dates at Mars. The key challenges for navigation design are (1) deliver the spacecraft to the atmospheric entry interface point (Mars radius of 3522.2 km) with an inertial entry flight path angle error of +/- 0.20 deg (3 sigma), (2) provide knowledge of the entry state vector accurate to +/- 2.8 km (3 sigma) in position and +/- 2.0 m/s (3 sigma) in velocity for initializing the entry guidance algorithm, and (3) ensure a 99% probability of successful delivery at Mars with respect to available cruise stage propellant. Orbit determination is accomplished via ground processing of multiple complimentary radiometric data types: Doppler, range, and Delta-Differential One-way Ranging (a Very Long Baseline Interferometry measurement). The navigation strategy makes use of up to five interplanetary trajectory correction maneuvers to achieve entry targeting requirements. The requirements for cruise propellant usage and atmospheric entry targeting and knowledge are met with ample margins.

Mission design↗
DOE OSTI2025

Validating the galaxy and quasar catalog-level blinding scheme for the DESI 2024 analysis

In the era of precision cosmology, ensuring the integrity of data analysis through blinding techniques is paramount — a challenge particularly relevant for the Dark Energy Spectroscopic Instrument (DESI). DESI represents a monumental effort to map the cosmic web, with the goal to measure the redshifts of tens of millions of galaxies and quasars. Given the data volume and the impact of the findings, the potential for confirmation bias poses a significant challenge. To address this, we implement and validate a comprehensive blind analysis strategy for DESI Data Release 1 (DR1), tailored to the specific observables DESI is most sensitive to: Baryonic Acoustic Oscillations (BAO), Redshift-Space Distortion (RSD) and primordial non-Gaussianities (PNG). We carry out the blinding at the catalog level, implementing shifts in the redshifts of the observed galaxies to blind for BAO and RSD signals and weights to blind for PNG through a scale-dependent bias. We validate the blinding technique on mocks as well as on data by applying a second blinding layer to perform a series of sanity checks; the latter allows probing complexities in real data not captured in mocks. We find that the blinding strategy alters the data vector in a controlled way, and the BAO and RSD analysis choices are robust to blinding. The successful validation of the blinding strategy paves the way for the unblinded DESI DR1 analysis, alongside future blind analyses with DESI and other surveys.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS1972

Solar experiment alignment system

Sensor system determines absolute alignment of optical axis of experiment package relative to solar vector and provides control information to permit pointing experiment anywhere on solar disc to absolute accuracy of the order of two arc seconds in center and five arc seconds on limb.

Fain, D. L.↗
NASA NTRS1980

Cockpit displayed traffic information and distributed management in air traffic control

A graphical display of information (such as surrounding aircraft and navigation routes) in the cockpit on a cathode ray tube has been proposed for improving the safety, orderliness, and expeditiousness of the air traffic control system. An investigation of this method at NASA-Ames indicated a large reduction in controller verbal work load without increasing pilot verbal load; the visual work may be increased. The cockpit displayed traffic and navigation information system reduced response delays permitting pilots to maintain their spacing more closely and precisely than when depending entirely on controller-issued radar vectors and speed command.

Kreifeldt, J. G.↗
NASA NTRS1981

SMM attitude control recovery

A description is given of the way in which the Modular Attitude Control System (MACS) onboard computer of the NASA Solar Maximum Mission (SMM) laboratory was reprogrammed, to restore attitude control for the SMM, after fuse failures permanently disabled all three of the MACS primary reaction wheels. Algorithms were developed which provided both a thermal- and power-safe, spin-stabilized mode and three-axis sun pointing, using the damaged primary wheels' backup skew wheel in a momentum-bias control scheme. Magnetic torquing was used in these algorithms for angular momentum vector magnitude and directional control.

Hoffman, H. C.↗
NASA NTRS1992

Flight Testing

It is considered by the Flight Mechanics Panel of AGARD as vitally important that the NATO flight test community meet regularly so that new techniques for flight test, instrumentation and data analysis and lessons learned from past and on-going programs be disseminated to ensure that safe efficient cost-effective and timely testing is accomplished. There are many new systems being tested or planned for testing in the near future. These include programmable signal processor radars, integrated flight, fire and propulsion control systems, thrust vectoring, low observable technologies, multifunction pilot displays and multisensor integration. Acquisition and processing of large quantities of avionics multiplex data are challenges that must be met. There is a need for greater use of simulators and other hardware-in-the-loop ground test facilities.

Source record↗
NASA NTRS1993

Piloting considerations for terminal area operations of civil tiltwing and tiltrotor aircraft

The existing body of research to investigate airworthiness, performance, handling, and operational requirements for STOL and V/STOL aircraft was reviewed for its applicability to the tiltrotor and tiltwing design concepts. The objective of this study was to help determine the needs for developing civil certification criteria for these aircraft concepts. Piloting tasks that were considered included configuration and thrust vector management, glidepath control, deceleration to hover, and engine failure procedures. Flight control and cockpit display systems that have been found necessary to exploit the low-speed operating characteristics of these aircraft are described, and beneficial future developments are proposed.

Hindson, William S.↗
NASA NTRS1997

X-31A Tactical Utility Flight Testing

The two X-31A were jointly built by Daimler-Benz Aerospace AG and Rockwell International. These German-American experimental aircraft were designed to explore the new realm of flight far beyond stall by employing advanced technologies like thrust vectoring and sophisticated flight control systems. The X-31A aircraft is equipped with a thrust vectoring system consisting of three aft mounted paddles to deflect the thrust vector in both pitch and yaw axes, thus providing the X-31A in this 'Enhanced Fighter Maneuverability program with an agility and maneuverability never seen before. The tactical utility of the X-31A using post stall technologies has been revealed in an extensive flight test campaign against various current state-of-the-art fighter aircraft in a close-in combat arena. The test philosophy included both simulation and flight test. The tremendous tactical advantage of the X-31A during the tactical utility evaluation flight test phase was accompanied by a deepened insight into post stall tactics its typical maneuvers, impacts on pilot-aircraft interfaces and requirements for future weapons to both engineers and the military community. Some selected aspects of the tactical utility of the X-31A using post stall technologies unveiled by the International Test Organization are presented here.

Holger Friehmelt↗
NASA NTRS2004

Experimental, Theoretical, and Computational Investigation of Separated Nozzle Flows

A detailed experimental, theoretical, and computational study of separated nozzle flows has been conducted. Experimental testing was performed at the NASA Langley 16-Foot Transonic Tunnel Complex. As part of a comprehensive static performance investigation, force, moment, and pressure measurements were made and schlieren flow visualization was obtained for a sub-scale, non-axisymmetric, two-dimensional, convergent- divergent nozzle. In addition, two-dimensional numerical simulations were run using the computational fluid dynamics code PAB3D with two-equation turbulence closure and algebraic Reynolds stress modeling. For reference, experimental and computational results were compared with theoretical predictions based on one-dimensional gas dynamics and an approximate integral momentum boundary layer method. Experimental results from this study indicate that off-design overexpanded nozzle flow was dominated by shock induced boundary layer separation, which was divided into two distinct flow regimes; three- dimensional separation with partial reattachment, and fully detached two-dimensional separation. The test nozzle was observed to go through a marked transition in passing from one regime to the other. In all cases, separation provided a significant increase in static thrust efficiency compared to the ideal prediction. Results indicate that with controlled separation, the entire overexpanded range of nozzle performance would be within 10% of the peak thrust efficiency. By offering savings in weight and complexity over a conventional mechanical exhaust system, this may allow a fixed geometry nozzle to cover an entire flight envelope. The computational simulation was in excellent agreement with experimental data over most of the test range, and did a good job of modeling internal flow and thrust performance. An exception occurred at low nozzle pressure ratios, where the two-dimensional computational model was inconsistent with the three-dimensional separation observed in the experiment. In general, the computation captured the physics of the shock boundary layer interaction and shock induced boundary layer separation in the nozzle, though there were some differences in shock structure compared to experiment. Though minor, these differences could be important for studies involving flow control or thrust vectoring of separated nozzles. Combined with other observations, this indicates that more detailed, three-dimensional computational modeling needs to be conducted to more realistically simulate shock-separated nozzle flows.

Hunter, Craig A.↗
NASA NTRS1996

Design Enhancement and Improved Post-Actuation Test Method for a 1/4 inch Normally Closed Pyro Valve

The NASA/JPL Cassini mission to Saturn will launch in October, 1997 and arrive at Saturn in the year 2004 with a 4 year mission to orbit the planet. The main propulsion thrust vector and attitude control for the spacecraft is supplied by the Cassini Propulsion Module Subsystem (C-PMS). This system will use numerous ordnance-actuated, normally-closed (NC) pyro valves to perform mission critical tasks over the 11 year mean mission duration (NMD). The proper operation of this NC valve requires it to isolate fluid flow until commanded open. Once open, the valve must allow an unobstructed flow path and seal internally to prevent leakage external to the valve. This paper documents a design evolution to a qualified, Viking heritage design with improvements in design details that control external leakage to levels that support the planetary mission of this spacecraft. In addition, it addresses an improved post-actuation leak test technique, used to better detect gas leakage past the valve's primary metal-to-metal internal seal.

Cassini↗
NASA NTRS2021

Evolution of National Airspace System Protection for Space Shuttle Launch and Landing

The breakup of the Space Shuttle Columbia on 1 February 2003 during the entry phase of the STS-107mission occurred above a significant number of aircraft operating in the National Airspace System (NAS).Although no aircraft were struck by falling debris, the incident led the Federal Aviation Administration(FAA) and the National Aeronautics and Space Administration (NASA) to seek cooperative ways to betterprotect aircraft operating in the NAS during Space Shuttle launch and landing operations. Applicationswere developed and improved by both the FAA and NASA to provide pre-operation and near real-timegroundtracks and debris footprints to enable Air Traffic Controllers (ATC) to vector aircraft away from thedebris field in the event of a Space Shuttle breakup. Real-time coordination processes were also developedto provide the FAA data and insight into ongoing Space Shuttle operations in order to protect the NAS.The processes and procedures developed for Space Shuttle operations are extensible and applicable tofuture NASA and commercial spacecraft.

Doyle W Hensley↗
NASA NTRS1984

Elimination of uncontrollable rigid body mode, appendix C

The planar system model is examined which reveals two rigid body modes. One is due to the pure translation of the whole experiment assembly and is uncontrollable because the only control input is a torque at the gimbal. The other rigid body mode is due to the pointing of the gimbal and is the one for which control is sort. The problem arises from the Vector V2 which relates the control input to the modal coordinates. Since its fifth and sixth elements are both nonzero, neither body mode can be thrown away as is. The two rigid body modes must be transformed so that one is unaffected by the control input and one is left controllable. The uncontrollable mode can then be eliminated from the model for design purposes. A process is described to accomplish the elimination of the uncontrollable rigid body mode.

Source record↗
NASA NTRS1992

Flight-determined benefits of integrated flight-propulsion control systems

Over the last two decades, NASA has conducted several experiments in integrated flight-propulsion control. Benefits have included improved maneuverability; increased thrust, range, and survivability; reduced fuel consumption; and reduced maintenance. This paper presents the basic concepts for control integration, examples of implementation, and benefits. The F-111E experiment integrated the engine and inlet control systems. The YF-12C incorporated an integral control system involving the inlet, autopilot, autothrottle, airdata, navigation, and stability augmentation systems. The F-15 research involved integration of the engine, flight, and inlet control systems. Further extension of the integration included real-time, onboard optimization of engine, inlet, and flight control variables; a self-repairing flight control system; and an engines-only control concept for emergency control. The F-18A aircraft incorporated thrust vectoring integrated with the flight control system to provide enhanced maneuvering at high angles of attack. The flight research programs and the resulting benefits of each program are described.

James F Stewart↗
NASA NTRS2010

Lunar Reconnaissance Orbiter (LRO) Thruster Control Mode Design and Flight Experience

National Aeronautics and Space Administration s (NASA) Goddard Space Flight Center (GSFC) in Greenbelt, MD, designed, built, tested, and launched the Lunar Reconnaissance Orbiter (LRO) from Cape Canaveral Air Force Station on June 18, 2009. The LRO spacecraft is the first operational spacecraft designed to support NASA s return to the Moon, as part of the Vision for Space Exploration. LRO was launched aboard an Atlas V 401 launch vehicle into a direct insertion trajectory to the Moon. Twenty-four hours after separation the propulsion system was used to perform a mid-course correction maneuver. Four days after the mid-course correction a series of propulsion maneuvers were executed to insert LRO into its commissioning orbit. The commission period lasted eighty days and this followed by a second set of thruster maneuvers that inserted LRO into its mission orbit. To date, the spacecraft has been gathering invaluable data in support of human s future return to the moon. The LRO Attitude Control Systems (ACS) contains two thruster based control modes: Delta-H and Delta-V. The design of the two controllers are similar in that they are both used for 3-axis control of the spacecraft with the Delta-H controller used for momentum management and the Delta-V controller used for orbit adjust and maintenance maneuvers. In addition to the nominal purpose of the thruster modes, the Delta-H controller also has the added capability of performing a large angle slew maneuver. A suite of ACS components are used by the thruster based control modes, for both initialization and control. For initialization purposes, a star tracker or the Kalman Filter solution is used for providing attitude knowledge and upon entrance into the thruster based control modes attitude knowledge is provided via rate propagation using a inertial reference unit (IRU). Rate information for the controller is also supplied by the IRU. Three-axis control of the spacecraft in the thruster modes is provided by eight 5-lbf class attitude control thrusters configured in two sets of four thrusters for redundancy purposes. Four additional 20-lbf class thrusters configured in two sets of two thrusters are used for Lunar Orbit Insertion maneuvers. The propulsion system is one the few systems on-board the LRO spacecraft that has built in redundancy. The Delta-H controller consists of a Proportional-Derivative (PD) controller with a structural filter on the thrusters and a Proportional controller on the reaction wheels. The PD control that employs the thrusters is used for attitude and rate control. The Proportional controller on the reaction wheels is used for commanding the wheels to a new momentum state. The ground commands used for the Delta-H controller are the system momentum vector, reaction wheel momentum, maximum expected command time, and which set of attitude control thrusters to use. The ability to command both the system momentum vector and reaction wheel momentum in the Delta-H controller provides both a capability and an additional source of operator error. Large angle slews via the Delta-H controller is achievable via this commands because these commands are used for the exit mode criteria. Setting these commands to non-consistent values prevents the mode from exiting nominally.

Hsu, Oscar C.↗
NASA NTRS1993

The influence of ATC message length and timing on pilot communication

Pilot-controller communication is critical to safe and efficient flight. It is often a challenging component of piloting, which is reflected in the number of incidents and accidents involving miscommunication. Our previous field study identified communication problems that disrupt routine communication between pilots and controllers. The present part-task simulation study followed up the field results with a more controlled investigation of communication problems. Pilots flew a simulation in which they were frequently vectored by Air Traffic Control (ATC), requiring intensive communication with the controller. While flying, pilots also performed a secondary visual monitoring task. We examined the influence of message length (one message with four commands vs. two messages with two commands each) and noncommunication workload on communication accuracy and length. Longer ATC messages appeared to overload pilot working memory, resulting in more incorrect or partial readbacks, as well as more requests to repeat the message. The timing between the two short messages also influenced communication. The second message interfered with memory for or response to the first short message when it was delivered too soon after the first message. Performing the secondary monitoring task did not influence communication. Instead, communication reduced monitoring accuracy.

Morrow, Daniel↗