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In order to facilitate the coincidence calculations, the coordinates of the ship and the satellite were transformed to the ECO system in which the equatorial plane is the plane of the satellite's orbit. The transformation matrices for each step are presented. The ship could be observed when it was in a band about the equator in the ECO system. The width of the band was determined by the scan pattern of the instrument.
A detailed system model of a VTOL aircraft approaching a small aviation facility ship was developed and used to investigate several approach guidance concepts. A preliminary anaysis of the aircraft-vessel landing guidance requirements was conducted. The various subelements and constraints of the flight system are described including the landing scenario, lift fan aircraft, state rate feedback flight control, MLS-based navigation, sea state induced ship motion, and wake turbulence due to wind-over-deck effects. These elements are integrated into a systems model with various guidance concepts. Guidance is described in terms of lateral, vertical, and longitudinal axes steering modes and approach and landing phases divided by a nominal hover (or stationkeeping) point defined with respect to the landing pad. The approach guidance methods are evaluated, and the two better steering concepts are studied by both single pass and Monte Carlo statistical simulation runs. Four different guidance concepts are defined for further analysis for the landing phase of flight.
Ocean current measurement applications in physical oceanography require knowledge of inertial ship velocity to a precision of 1-2 cm/sec over a typical five minute averaging interval. The navigation accuracy must be commensurate with data precision obtainable from ship borne acoustic profilers used in sensing ocean currents. The Navstar Global Positioning System is viewed as a step in user technological simplification, extension in coverage availability, and enhancement in performance accuracy as well as reliability over the existing systems, namely, Loran-C, Transit, and Omega. Error analyses have shown the possibility of attaining the 1-2 cm/sec accuracy during active GPS coverage at a data rate of four position fixes per minute under varying sea-states. This paper is intended to present results of data validation exercises leading to design of an experiment at sea for deployment of both a GPS y-set and a direct Doppler measurement system as the autonomous navigation system used in conjunction with an acoustic Doppler as the sensor for ocean current measurement.
In the present study the estimation of the heave and pitch motion of a ship is considered, using Kalman filtering techniques. A significant part of the study is devoted to constructing appropriate models for the sea and the ship. The governing equations are obtained from hydrodynamic considerations in the form of linear differential equations with frequency dependent coefficients. In addition, nonminimum phase characteristics are obtained due to the spatial integration of the water wave forces. The resulting transfer matrix function is irrational and nonminimum phase. The conditions for a finite-dimensional approximation are considered and the impact of the various parameters is assessed. A numerical application is considered for a DD-963 destroyer.
The establishment of a limited spatial data base for the U.S. eastern seaboard vicinity is discussed along with the demonstration of computer assisted analysis techniques for investigating spatial patterns and relationships among ship survey data and remotely sensed sea surface temperature. Ship survey variables included concentrations of two zooplankton, two icthyoplankton, and two fish species, in addition to physical data of depth to bottom and surface and bottom water temperatures. Continuous spatial distributions of these data were created by both weighted nearest neighbor and iterative smoothing interpolation techniques. Maps of surface water temperature were created by digitizing GOES satellite images. All mapped data were spatially registered by conversion of latitude and longitude coordinates to rotated Lambert conic conformal rectilinear coordinates and stored in grid format of approximately one hundred square kilometers per cell. The analysis of these data include the generation of statistical summaries and maps describing the joint occurrence among variables.
The processing algorithms used for relating the apparent color of the ocean observed with the Coastal-Zone Color Scanner on Nimbus-7 to the concentration of phytoplankton pigments (principally the pigment responsible for photosynthesis, chlorophyll-a) are developed and discussed in detail. These algorithms are applied to the shelf and slope waters of the Middle Atlantic Bight and also to Sargasso Sea waters. In all, four images are examined, and the resulting pigment concentrations are compared to continuous measurements made along ship tracks. The results suggest that over the 0.08-1.5 mg/cu m range, the error in the retrieved pigment concentration is of the order of 30-40% for a variety of atmospheric turbidities. In three direct comparisons between ship-measured and satellite-retrieved values of the water-leaving radiance, the atmospheric correction algorithm retrieved the water-leaving radiance with an average error of about 10%. This atmospheric correction algorithm does not require any surface measurements for its application.
A life-saving device is described which can be used on either ships or airplanes. The device consists of an airtight container for passengers equipped with elements needed for survival (oxygen, food, medicines, etc.), an energy source, and a parachute. This device can be ejected from the plane or ship when an emergency arises.
Gravity accelerations estimated from satellite altimetric mean sea surfaces (Seasat and Geos-3) are compared to ship gravity measurements. Ship gravity are closer to an estimate based on least squares collocation, orbit perturbations, altimetry and terrestrial gravity than to an estimate based on Fourier transforms, orbit perturbations and altimetry only. Both altimetric estimates yield a smoothed picture of the geostrophic component of sea surface currents in the North Atlantic when gravity acceleration data from only nine cruises are subtracted from the altimetric gravity.
Seasat scatterometer data over the Arabian Sea are used to build wind-stress fields during July and August 1978. They are first compared with 3-day wind analyses from ship data along the Somali coast. Seasat scatterometer specifications of 2-m/s and 20-deg accuracy are fulfilled in almost all cases. The exceptions are for winds stronger than 14 m/s, which are underestimated by the scatterometer by 15 percent. Wind stress is derived from these wind data using a bulk formula with a drag coefficient depending on the wind intensity. A successive-correction objective analysis is used to build the wind-stress field over the Arabian Sea with 2 x 2-deg and 6-day resolution. The final wind-stress fields are not significantly dependent on the objective analysis because of the dense coverage of the scatterometer. The combination of scatterometer and coastal ship data gives the best coverage to resolve monsoon wind structures even close to the coast. The final wind stress fields show wind features consistent with other monthly mean wind stress field. However, a high variability is observed on the 6-day time scale.
In this paper the fundamental principles of the Flettner rotor ship (Reference I) are discussed in the light of the Kutta-Joukowski theory and available experimental information on the subject. A brief exposition of the Kutta-Joukowski theory is given and the speed of the rotor ship Buckau computed, first by using effective propulsive force obtained by the above theory, and then by direct application of wind tunnel data.
A chain of barrier islands provides protection against hurricanes and severe storms along the south and southeastern shores of the United States. Barrier island landform types can be spectrally similar and as small as a few meters across, making highly detailed maps difficult to produce. To determine whether high-resolution airborne hyperspectral imagery could provide detailed maps of barrier island landform types, we used low-altitude hyperspectral and multispectral imagery to map surface environments of West Ship Island, Mississippi. We employed 3.4-meter AVIRIS hyperspectral imagery acquired in July 1999 and 0.5-meter ADAR multispectral data acquired in November 1997. The data were co-registered to digital ortho aerial imagery, and the AVIRIS data was scaled to ground reflectance using ATREM software. Unsupervised classification of AVIRIS and ADAR data proceeded using ISODATA clustering techniques. The resulting landform maps were field-checked and compared to aerial photography and digital elevation maps. Preliminary analyses indicated that the AVIRIS classification mapped more landform types, while the ADAR-based map enabled smaller patches to be identified. Used together, these maps provided a means to assess landform distributions of West Ship Island before and after Hurricane Gorges. Classification accuracy is being addressed through photo-interpretation and field surveys of sample areas selected with stratified random sampling.
The investigation s main objective is to collect from platforms of opportunity (merchant ships, research vessels) concomitant normalized water-leaving radiance and aerosol optical thickness data over the world s oceans. A global, long-term data set of these variables is needed to verify whether satellite retrievals of normalized water-leaving radiance are within acceptable error limits and, eventually, to adjust atmospheric correction schemes. To achieve this objective, volunteer officers, technicians, and scientists onboard the selected ships collect data from portable SIMBAD and Advanced SIMBAD (SIMBADA) radiometers. These instruments are specifically designed for evaluation of satellite-derived ocean color. They measure radiance in spectral bands typical of ocean-color sensors. The SIMBAD version measures in 5 spectral bands centered at 443, 490, 560, 670, and 870 nm, and the Advanced SIMBAD version in 11 spectral bands centered at 350, 380, 412, 443, 490, 510, 565, 620, 670, 750, and 870 nm. Aerosol optical thickness is obtained by viewing the sun disk like a classic sun photometer. Normalized water-leaving radiance, or marine reflectance, is obtained by viewing the ocean surface through a vertical polarizer in a specific geometry (nadir angle of 45o and relative azimuth angle of 135deg) to minimize direct sun glint and reflected sky radiation. The SIMBAD and SIMBADA data, after proper quality control and processing, are delivered to the SIMBIOS project office for inclusion in the SeaBASS archive. They complement data collected in a similar way by the Laboratoire d'Optique Atmospherique of the University of Lille, France. The SIMBAD and SIMBADA data are used to check the radiometric calibration of satellite ocean-color sensors after launch and to evaluate derived ocean-color variables (i.e., normalized water-leaving radiance, aerosol optical thickness, and aerosol type). Analysis of the SIMBAD and SIMBADA data provides information on the accuracy of satellite retrievals of normalized water-leaving radiance, an understanding of the discrepancies between satellite and in situ data, and algorithms that reduce the discrepancies, contributing to more accurate and consistent global ocean color data sets.
A chain of barrier islands provides protection against hurricanes and severe storms along the southern and southeastern shores of the Unites States. Barrier island landform types can be spectrally similar and as small as a few meters across, making highly detailed maps difficult to produce. To determine whether high-resolution airborne hyperspectral imagery could provide detailed maps of barrier island landform types, we used low-altitude hyperspectral and multispectral imagery to map surface environments of West Ship Island, Mississippi. We employed 3.4 meter AVIRIS hyperspectral imagery acquired in July 1999 and 0.5 meter ADAR multispectral data acquired in November 1997. The data were co-registered to digital ortho aerial imagery, and the AVIRIS data was scaled to ground reflectance using ATREM software. Unsupervised classification of AVIRIS and ADAR data proceeded using ISODATA clustering techniques. The resulting landform maps were field-checked and compared to aerial photography and digital elevation maps. Preliminary analyses indicated that the AVIRIS classification mapped more landform types, while the ADAR-based map enabled smaller patches to be identified. Used together, these maps provided a means to assess landform distributions of West Ship Island before and after Hurricane Georges. Classification accuracy is being assessed through photo-interpretation and field surveys of sample areas selected with stratified random sampling.
Most LEO debris lies in a limited number of inclination "bands" associated with specific useful orbits. Objects in such narrow inclination bands have all possible Right Ascensions of Ascending Node (RAANs), creating a different orbit plane for nearly every piece of debris. However, a low-orbiting satellite will always phase in RAAN faster than debris objects in higher orbits at the same inclination, potentially solving the problem. Such a low-orbiting base can serve as a "mother ship" that can tend and then send small, disposable common individual catcher/deboost devices--one for each debris object--as the facility drifts into the same RAAN as each higher object. The dV necessary to catch highly-eccentric orbit debris in the center of the band alternatively allows the capture of less-eccentric debris in a wider inclination range around the center. It is demonstrated that most LEO hazardous debris can be removed from orbit in three years, using a single LEO launch of one mother ship--with its onboard magazine of freeflying low-tech catchers--into each of ten identified bands, with second or potentially third launches into only the three highest-inclination bands. The nearly 1000 objects near the geostationary orbit present special challenges in mass, maneuverability, and ultimate disposal options, leading to a dramatically different architecture and technology suite than the LEO solution. It is shown that the entire population of near-GEO derelict objects can be gathered and tethered together within a 3 year period for future scrap-yard operations using achievable technologies and only two earth launches.
The Savannah River National Laboratory (SRNL) Packaging Technology group proposed a closure design for the outer packaging of a prototype Type B shipping package being developed for the Department of Energy (DOE). The closure design provides an efficient means of securing the containment vessel (CV) within the radioactive material packaging. This design has a simplified operation, requires less components, and less maintenance when compared to current radioactive material package closure methods. This paper will review and discuss the materials, designs, processes, and testing activities that were considered and pursued in the development of the novel closure for the outer packaging of new radioactive material shipping packages.
Comparison of responses of men and dummies to ship shock motions
Ship support of Apollo project for insertion injection and reentry phases
Turnstile conical scan feed to improve tracking antenna performance on Apollo-instrumented ships