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Observations have been made of electric field oscillations near the local ion gyro frequency and of an intense beam of plasma ions at the edge of an auroral arc. The observations are in good agreement with ion heating as the saturation mechanism for electrostatic ion cyclotron waves.
The steady-state matrix Ricatti equation is studied with respect to sensitivity and computational burden for a linear regulator controller in spacecraft. The class of systems studied use control moment gyros (CMGs) as the torque driver, assuming that the CMGs are free of gimbal stops. Different solution techniques are evaluated relative to computation time and accuracy to determine which solution method is most acceptable with respect to the prescribed requirements. It is shown that it is not feasible to eliminate off-diagonal Ricatti equation terms in the relevent updata equation due to their high sensitivity, that Potter's algebraic technique requires the least computation time of the methods studied, and that the simple Euler method yields the best results when accuracy and computation time are equally weighted. If an optimal linear regulator formulation is employed, a full Ricatti equation solution of n(n + 1)2 elements of the symmetric positive definite gain matrix which is the solution to the matrix Ricatti equation must be computed at each update cycle.
The Large Space Telescope (LST) is a 3-m diffraction-limited telescope. Pointing stability requirements necessary to assure diffraction-limited images are plus or minus 0.005 arc-sec, over possible experiment observation times of several hours. In order to determine whether these stringent pointing requirements could be met, a complex simulation model was defined which consisted of detailed dynamic representations of control moment gyros (CMGs) and reaction wheels (RWs), including their noise characteristics, dynamic sensor representations with sensor noise, shock mounts for the CMG actuators, a detailed representation of an image motion compensation (IMC) system, and a detailed flexible body structural model with all significant vehicle and solar panel bending modes. On the basis of both stability and performance studies utilizing this model, it was determined that a body-pointing system will meet LST requirements in the presence of CMG vibrational disturbances and sensor noise. The recommended system consists of three orthogonally mounted RWs for primary short-term control, and a cluster of CMG actuators for continuous RW desaturation and vehicle maneuvering.
The equation which governs the quasi-linear approximation to the ensemble and gyro-phase averaged one-body probability distribution function is constructed from first principles. This derived equation is subjected to a thorough investigation in order to calculate the possible limitations of the quasi-linear approximation. It is shown that the reduction of this equation to a standard diffusion equation in the Markovian limit can be accomplished through the application of the adiabatic approximation. A numerical solution of the standard diffusion equation in the Markovian limit is obtained for the narrow parallel beam injection. Comparison of the diabatic and adiabatic results explicitly demonstrates the failure of the Markovian description of the probability distribution function. Through the use of a linear time-scale extension the failure of the adiabatic approximation, which leads to the Markovian limit, is shown to be due to mixing of the relaxation and interaction time scales in the presence of the strong mean field.
Three candidate digital adaptive control laws were designed for NASA's F-8C digital flyby wire aircraft. Each design used the same control laws but adjusted the gains with a different adaptative algorithm. The three adaptive concepts were: high-gain limit cycle, Liapunov-stable model tracking, and maximum likelihood estimation. Sensors were restricted to conventional inertial instruments (rate gyros and accelerometers) without use of air-data measurements. Performance, growth potential, and computer requirements were used as criteria for selecting the most promising of these candidates for further refinement. The maximum likelihood concept was selected primarily because it offers the greatest potential for identifying several aircraft parameters and hence for improved control performance in future aircraft application. In terms of identification and gain adjustment accuracy, the MLE design is slightly superior to the other two, but this has no significant effects on the control performance achievable with the F-8C aircraft. The maximum likelihood design is recommended for flight test, and several refinements to that design are proposed.
Experiments on gravitation and general relativity suggested by different workers in the past ten or more years are reviewed, their feasibility examined, and the advantages of performing them in space were studied. The experiments include: (1) the gyro relativity experiment; (2) experiments to test the equivalence of gravitational and inertial mass; (3) an experiment to look for nongeodesic motion of spinning bodies in orbit around the earth; (4) experiments to look for changes of the gravitational constant G with time; (5) a variety of suggestions; laboratory tests of experimental gravity; and (6) gravitational wave experiments.
Observations of lunar occultations of earth at 250 kHz, obtained with the Radio Astronomy Explorer 2 satellite, have been used to derive two-dimensional maps of the location of the sources of terrestrial kilometric radiation (TKR). By examining the two-dimensional source distributions as a function of the observer's location (lunar orbit) with respect to the magnetosphere, the average three-dimensional location of the emission regions can be estimated. Although TKR events at 250 kHz can often be observed at projected distances corresponding to the 250-kHz electron gyro or plasma level (about 2 earth radii), many events are observed much farther from earth (about 5 to 15 radii). On the dayside, emission was apparently observed in the region of the polar cusp and the magnetosheath at a magnetic latitude of about 70 deg; in the night hemisphere, emission is found to be associated with regions of the magnetotail at latitudes of at least 70 deg. The nightside emission is suggestive of a mechanism involving plasma-sheet electron precipitation in the premidnight sector.
During high-speed entry and descent through the atmosphere of Mars, the two Viking spacecraft will make in situ measurements of the structure of the atmosphere. The profiles of temperature, pressure, and density with altitude will be defined from an altitude of about 100 km to touchdown, from measurements of the atmospherically induced deceleration and directly measured temperatures and pressures, the latter at altitudes below about 20 km. These data will be supplemented by onboard-radar altitudes and, below 8 km, by three-component Doppler radar velocities. Winds will be derived from the Doppler velocities and from gyro records of vehicle attitude changes. The planet radius at the landing site, needed to interpret the atmospheric data, will be defined to within a few tenths of a kilometer from the measured acceleration due to gravity after landing. It is expected that temperature will be determined to within about 1 K in the lower atmosphere, and to within a few degrees up to 100 km; pressures to within a few percent; and wind velocities to within about 2 meters/second below 8 km.
A major challenge of the Mariner Jupiter-Saturn '77 spacecraft was devising a suboptimal attitude controller that could meet the demanding mission requirements. The challenge was met by implementing a discrete stochastic controller for a specially designed onboard computer. The paper describes the design and operation of the controller, based on a simple model of spacecraft dynamics. Two types of cruising modes are considered: inertial cruise, where spacecraft attitude is determined from gyro position outputs, and celestial cruise, where position information is obtained from sun sensors and a star tracker. These two cruise modes under conditions of disturbances were simulated on computer, and the results showed that the controller maintained the spacecraft attitude with low rates. An appendix gives details on the single-step predictor.
The Video Inertial Pointing (VIP) System is being developed to satisfy the acquisition and pointing requirements of astronomical telescopes. VIP employs a single video sensor to generate three-axis pointing error signals and to provide inputs for a cathode ray tube (CRT) display of the star field. The pointing error signals update the telescope's gyro stabilization system. The CRT display facilitates target acquisition and positioning of the telescope by a remote operator. The present paper describes the analysis, simulation, and hardware development of a prototype, advanced VIP system. An early model of the system utilizing a silicon-intensified target vidicon camera has flown on a balloon-borne telescope and is briefly described. The advanced system, which can employ either a vidicon camera or a charge-coupled device video sensor, has been tested using an analog/digital hybrid simulation. The advanced VIP hardware is described, and the simulation results presented.
The statistics associated with the successful selection and acquisition of guide stars as attitude benchmarks for use in reorientation maneuvers of the HEAO-B observatory are considered as a function of the maneuver angle, initial attitude uncertainties, and the pertinent celestial region. Success likelihoods in excess of 0.99 are predicted assuming anticipated gyro and star tracker error sources. The maneuver technique and guide star selection constraints are described in detail. The results presented are specialized numerically to the HEAO-B observatory. However, the analytical techniques developed are considered applicable to broader classes of spacecraft requiring celestial targeting.
An explicit adaptive control algorithm based on maximum likelihood estimation of parameters has been designed for NASA's DFBW F-8 aircraft. To avoid iterative calculations, the algorithm uses parallel channels of Kalman filters operating at fixed locations in parameter space. This algorithm has been implemented in NASA/DFRC's Remotely Augmented Vehicle (RAV) facility. Real-time sensor outputs (rate gyro, accelerometer and surface position) are telemetered to a ground computer which sends new gain values to an on-board system. Ground test data and flight records were used to establish design values of noise statistics and to verify the ground-based adaptive software. The software and its performance evaluation based on flight data are described
This paper presents several different methods that can be used to determine the aircraft orientation (attitude) without direct measurement. The methods combine state estimation techniques with measurements from solid state pressure sensors, accelerometers, and magnetometers to determine the aircraft state. The paper demonstrates how the estimation algorithms were validated and compared using flight test data, and it presents results of performance sensitivity analyses of sensor error, modeling inaccuracies, and wind disturbance effects on the attitude estimation errors. If implemented, the methods presented could make it possible to eliminate directional and vertical gyros and to change from many isolated sensors to an integrated, small, reliable sensing package for determining the aircraft state.
A flywheel hybrid propulsion system is compared with a conventional propulsion system in a test vehicle under intermittent operation. An energy balance is presented for the conventional propulsion system. Results so far indicate especially high energy conversion of the gyro component under dynamic operation along with favorable internal combustion engine conditions.
High frequency waves in two frequency bands above the electron gyro frequency (1.6 MHz and 2.3 MHz) were observed by radio receivers carried on a sounding rocket as it passed over a strong aurora. Only the line at 2.3 MHz has a large magnetic component. Both 0.4s and 4s periods are present in much of the emissions. Good correlation is seen for a short time between the 2.3 MHz waves and 1.9 keV electrons detected on board the rocket.
In connection with advances in technology, mainly in the electronic area, aircraft flight control applications have evolved from simple pilot-relief autopilots to flight-critical and redundant fly-by-wire and active control systems. For flight-critical implementations which required accommodation of inflight failures, additional levels of redundancy were incorporated to provide fail-safe and fail-operative performance. The current status of flight control systems reliability is examined and high-reliability approaches are discussed. Attention is given to the design of ring laser gyros and magnetohydrodynamic rate sensors, redundancy configurations for component failure protection, improvements of hydraulic actuators made on the component level, integrated actuators, problems of software reliability, lightning considerations, and failure detection methods for component and system failures.
Kalman filters designed for many aerospace systems turn out to be unsatisfactory. The estimate errors become large compared to the errors predicted by the theory ('divergence'). One of the principal causes of this failure is that the system model contains states or modes that are undisturbed by the modeled process noise, and are neutrally stable (NS). One cure for such problems is periodic restarting of a time-varying Kalman filter. Other cures include minimum variance observers with eigenvalue constraints, added noise, pole-shifting, and destabilization. Several examples are given, including effective time-invariant estimators for the longitudinal and lateral motions of an airplane where several NS modes are undisturbed by wind gusts. An interpretation of these estimators as a 'strapdown IMU' without accelerometers, gimbaled gyros, or servos is given.
This paper studies single-axis equations of motion that are applicable to a spacecraft or to a space experiment pointing assembly whose motion has been perfectly isolated from the carrier vehicle. It considers four state estimators for implementation in the control loop for a stellar observation experiment. The first three estimators are very general and do not make use of input torque in their prediction models, while the proposed fourth estimator utilizes this information. It is shown via closed-loop covariance analysis that the best achievable pointing performance with the best of the first three estimators is limited to about 0.125 arc-sec (rms) with the given rate-gyro and star-tracker inaccuracies. It is also shown that the fourth estimator has the capability of achieving a pointing performance far superior to the performance achievable using the first three estimators. The fourth estimator relies on the ability to accurately generate the desired control torque (i.e., low input noise).