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Lunar Prospector magnetometer data has been used to identify a number of nearside magnetic anomalies. Some of the features identified appear to correlate with impact ejecta, supporting a basin ejecta origin to the nearside anomalies. Additional information is contained in the original extended abstract.
Extensive analyses of ozone observations between 1978 and 1998 measured by Dobson Umkehr, Stratospheric Aerosol and Gas Experiment (SAGE) I and II, and Solar Backscattered Ultraviolet (SBUV) and (SBUV)/2 indicate continued significant ozone decline throughout the extratropical upper stratosphere from 30-45 km altitude. The maximum annual linear decline of -0.8 +/- 0.2 %/yr(2sigma) occurs at 40 km and is well described in terms of a linear decline modulated by the 11-year solar variation. The minimum decline of -0.110.1% yr-1(2o) occurs at 25 km in midlatitudes, with remarkable symmetry between the Northern and Southern Hemispheres at 40 km altitude. Midlatitude upper-stratospheric zonal trends exhibit significant seasonal variation (+/- 30% in the Northern Hemisphere, +/- 40% in the Southern Hemisphere) with the most negative trends of -1.2%/yr occurring in the winter. Significant seasonal trends of -0.7 to -0.9%/yr occur at 40 km in the tropics between April and September. Subjecting the statistical models used to calculate the ozone trends to intercomparison tests on a variety of common data sets yields results that indicate the standard deviation between trends estimated by 10 different statistical models is less than 0.1%/yr in the annual-mean trend for SAGE data and less than 0.2%/yr in the most demanding conditions (seasons with irregular, sparse data) [World Meteorological Organization (WMO), 1998]. These consistent trend results between statistical models together with extensive consistency between the independent measurement-system trend observations by Dobson Umkehr, SAGE I and II, and SBUV and SBUV/2 provide a high degree of confidence in the accuracy of the declining ozone amounts reported here. Additional details of ozone trend results from 1978 to 1996 (2 years shorter than reported here) along with lower-stratospheric and tropospheric ozone trends, extensive intercomparisons to assess relative instrument drifts, and retrieval algorithm details are given by WMO [1998].
A study was conducted employing the Visual Motion Simulator (VMS) at the NASA Langley Research Center, Hampton, Virginia. This study compared two motion cueing algorithms, the NASA adaptive algorithm and a new optimal control based algorithm. Also, the study included the effects of transport delays and the compensation thereof. The delay compensation algorithm employed is one developed by Richard McFarland at NASA Ames Research Center. This paper reports on the analyses of the results of analyzing the experimental data collected from preliminary simulation tests. This series of tests was conducted to evaluate the protocols and the methodology of data analysis in preparation for more comprehensive tests which will be conducted during the spring of 2003. Therefore only three pilots were used. Nevertheless some useful results were obtained. The experimental conditions involved three maneuvers; a straight-in approach with a rotating wind vector, an offset approach with turbulence and gust, and a takeoff with and without an engine failure shortly after liftoff. For each of the maneuvers the two motion conditions were combined with four delay conditions (0, 50, 100 & 200ms), with and without compensation.
The problems of transport delay in a flight simulator, such as its sources and effects, are reviewed. Then their effects on a pilot-in-the-loop control system are investigated with simulations. Three current prominent delay compensators the lead/lag filter, McFarland filter, and the Sobiski/Cardullo filter were analyzed and compared. This paper introduces two novel delay compensation techniques an adaptive predictor using the Kalman estimator and a state space predictive filter using a reference aerodynamic model. Applications of these two new compensators on recorded data from the NASA Langley Research Center Visual Motion Simulator show that they achieve better compensation over the current ones.
Gas dynamic shock waves in a low temperature nebula have been considered to be a leading candidate mechanism for providing the repetitive, short-duration heating events that are believed to have been responsible for the formation of chondrules in chondrites. It has been found, for example, that shocks with Mach numbers greater than 4 or 5 would be capable of rapidly melting 0.1-1 mm sized silicate particles as required by meteoritic data. Near the nebula midplane where chondrite parent bodies are believed to have formed, possible energy sources for generating multiple shocks include mass concentrations in a gravitationally unstable nebula, tidal interactions of proto-Jupiter with the nebula, and bow waves upstream of planetesimals scattered gravitationally into eccentric orbits by proto- Jupiter. In a recent study, we have found that chondrule precursors that are melted following passage through a planetesimal bow shock would likely cool at rates that are too rapid to be consistent with meteoritic evidence. However, that study was limited to the bowshock exterior to about 1.5 planetesimal radii (measured perpendicular to the symmetry axis) to avoid complications interior to this distance where large pressure gradients and lateral flow occur as the gas flows around the planetesimal. In this paper, we reconsider the planetesimal bow shock model and report more detailed numerical simulations of chondrule precursor heating, cooling, and dynamical histories in the near vicinity of a representative planetesimal.
A computer program has been developed for the purpose of driving the NASA Langley Research Center Visual Motion Simulator (VMS). This program includes two new motion cueing algorithms, the optimal algorithm and the nonlinear algorithm. A general description of the program is given along with a description and flowcharts for each cueing algorithm, and also descriptions and flowcharts for subroutines used with the algorithms. Common block variable listings and a program listing are also provided. The new cueing algorithms have a nonlinear gain algorithm implemented that scales each aircraft degree-of-freedom input with a third-order polynomial. A description of the nonlinear gain algorithm is given along with past tuning experience and procedures for tuning the gain coefficient sets for each degree-of-freedom to produce the desired piloted performance. This algorithm tuning will be needed when the nonlinear motion cueing algorithm is implemented on a new motion system in the Cockpit Motion Facility (CMF) at the NASA Langley Research Center.
The relative effectiveness in simulating aircraft maneuvers with both current and newly developed motion cueing algorithms was assessed with an eleven-subject piloted performance evaluation conducted on the NASA Langley Visual Motion Simulator (VMS). In addition to the current NASA adaptive algorithm, two new cueing algorithms were evaluated: the optimal algorithm and the nonlinear algorithm. The test maneuvers included a straight-in approach with a rotating wind vector, an offset approach with severe turbulence and an on/off lateral gust that occurs as the aircraft approaches the runway threshold, and a takeoff both with and without engine failure after liftoff. The maneuvers were executed with each cueing algorithm with added visual display delay conditions ranging from zero to 200 msec. Two methods, the quasi-objective NASA Task Load Index (TLX), and power spectral density analysis of pilot control, were used to assess pilot workload. Piloted performance parameters for the approach maneuvers, the vertical velocity upon touchdown and the runway touchdown position, were also analyzed but did not show any noticeable difference among the cueing algorithms. TLX analysis reveals, in most cases, less workload and variation among pilots with the nonlinear algorithm. Control input analysis shows pilot-induced oscillations on a straight-in approach were less prevalent compared to the optimal algorithm. The augmented turbulence cues increased workload on an offset approach that the pilots deemed more realistic compared to the NASA adaptive algorithm. The takeoff with engine failure showed the least roll activity for the nonlinear algorithm, with the least rudder pedal activity for the optimal algorithm.
This paper summarizes a comprehensive study of three predictors used for compensating the transport delay in a flight simulator; The McFarland, Adaptive and State Space Predictors. The paper presents proof that the stochastic approximation algorithm can achieve the best compensation among all four adaptive predictors, and intensively investigates the relationship between the state space predictor s compensation quality and its reference model. Piloted simulation tests show that the adaptive predictor and state space predictor can achieve better compensation of transport delay than the McFarland predictor.
Silicon-compatible detectors are amoung the most promising infrared sensors for large focal plane array applications due to their advantages of uniformity, reliability, and easy integration with low-noise Si readout circuitry.
Pinhole-free epitaxial CoSi.sub.2 films (14') are fabricated on (111)-oriented silicon substrates (10) with a modified solid phase epitaxy technique which utilizes (1) room temperature stoichiometric (1:2) codeposition of Co and Si followed by (2) room temperature deposition of an amorphous silicon capping layer (16), and (3) in situ annealing at a temperature ranging from about 500.degree. to 750.degree. C.
Extended cutoff wavelengths of PtSi Schottky infrared detectors in the long wavelength infrared (LWIR) regime have been demonstrated for the first time. This result was achieved by incorporating a 1-nm-thick p+ doping spike at the PtSi/Si interface. The extended cutoff wavelengths resulted from the combined effects of an increased electric field near the silicide/Si interface due to the p+ doping spike and the Schottky image force. The p+ doping spikes were grown by molecular beam epitaxy at 450 degrees Celsius using elemental boron as the dopant source, with doping concentrations ranging from 1.times.10.sup.19 to 1.times.10.sup.21 cm.sup.-3. The cutoff wavelengths were shown to increase with increasing doping concentrations of the p+ spikes.
The desire to create more complex visual scenes in modern flight simulators outpaces recent increases in processor speed. As a result, simulation transport delay remains a problem. New approaches for compensating the transport delay in a flight simulator have been developed and are presented in this report. The lead/lag filter, the McFarland compensator and the Sobiski/Cardullo state space filter are three prominent compensators. The lead/lag filter provides some phase lead, while introducing significant gain distortion in the same frequency interval. The McFarland predictor can compensate for much longer delay and cause smaller gain error in low frequencies than the lead/lag filter, but the gain distortion beyond the design frequency interval is still significant, and it also causes large spikes in prediction. Though, theoretically, the Sobiski/Cardullo predictor, a state space filter, can compensate the longest delay with the least gain distortion among the three, it has remained in laboratory use due to several limitations. The first novel compensator is an adaptive predictor that makes use of the Kalman filter algorithm in a unique manner. In this manner the predictor can accurately provide the desired amount of prediction, while significantly reducing the large spikes caused by the McFarland predictor. Among several simplified online adaptive predictors, this report illustrates mathematically why the stochastic approximation algorithm achieves the best compensation results. A second novel approach employed a reference aircraft dynamics model to implement a state space predictor on a flight simulator. The practical implementation formed the filter state vector from the operator s control input and the aircraft states. The relationship between the reference model and the compensator performance was investigated in great detail, and the best performing reference model was selected for implementation in the final tests. Theoretical analyses of data from offline simulations with time delay compensation show that both novel predictors effectively suppress the large spikes caused by the McFarland compensator. The phase errors of the three predictors are not significant. The adaptive predictor yields greater gain errors than the McFarland predictor for short delays (96 and 138 ms), but shows smaller errors for long delays (186 and 282 ms). The advantage of the adaptive predictor becomes more obvious for a longer time delay. Conversely, the state space predictor results in substantially smaller gain error than the other two predictors for all four delay cases.
This report summarizes the results of delay measurement and piloted performance tests that were conducted to assess the effectiveness of the adaptive compensator and the state space compensator for alleviating the phase distortion of transport delay in the visual system in the VMS at the NASA Langley Research Center. Piloted simulation tests were conducted to assess the effectiveness of two novel compensators in comparison to the McFarland predictor and the baseline system with no compensation. Thirteen pilots with heterogeneous flight experience executed straight-in and offset approaches, at various delay configurations, on a flight simulator where different predictors were applied to compensate for transport delay. The glideslope and touchdown errors, power spectral density of the pilot control inputs, NASA Task Load Index, and Cooper-Harper rating of the handling qualities were employed for the analyses. The overall analyses show that the adaptive predictor results in slightly poorer compensation for short added delay (up to 48 ms) and better compensation for long added delay (up to 192 ms) than the McFarland compensator. The analyses also show that the state space predictor is fairly superior for short delay and significantly superior for long delay than the McFarland compensator.
In order to use the Hess Structural Model to predict the need for certain cueing systems, George and Cardullo significantly expanded it by adding motion feedback to the model and incorporating models of the motion system dynamics, motion cueing algorithm and a vestibular system. This paper proposes a methodology to evaluate effectiveness of these innovations by performing a comparison analysis of the model performance with and without the expanded motion feedback. The proposed methodology is composed of two stages. The first stage involves fine-tuning parameters of the original Hess structural model in order to match the actual control behavior recorded during the experiments at NASA Visual Motion Simulator (VMS) facility. The parameter tuning procedure utilizes a new automated parameter identification technique, which was developed at the Man-Machine Systems Lab at SUNY Binghamton. In the second stage of the proposed methodology, an expanded motion feedback is added to the structural model. The resulting performance of the model is then compared to that of the original one. As proposed by Hess, metrics to evaluate the performance of the models include comparison against the crossover models standards imposed on the crossover frequency and phase margin of the overall man-machine system. Preliminary results indicate the advantage of having the model of the motion system and motion cueing incorporated into the model of the human operator. It is also demonstrated that the crossover frequency and the phase margin of the expanded model are well within the limits imposed by the crossover model.
Atmospheric turbulence cueing produced by flight simulator motion systems has been less than satisfactory because the turbulence profiles have been attenuated by the motion cueing algorithms. Cardullo and Ellor initially addressed this problem by directly porting the turbulence model output to the motion system. Reid and Robinson addressed the problem by employing a parallel aircraft model, which is only stimulated by the turbulence inputs and adding a filter specially designed to pass the higher turbulence frequencies. There have been advances in motion cueing algorithm development at the Man-Machine Systems Laboratory, at SUNY Binghamton. In particular, the system used to generate turbulence cues has been studied. The Reid approach, implemented by Telban and Cardullo, was employed to augment the optimal motion cueing algorithm installed at the NASA LaRC Simulation Laboratory, driving the Visual Motion Simulator. In this implementation, the output of the primary flight channel was added to the output of the turbulence channel and then sent through a non-linear cueing filter. The cueing filter is an adaptive filter; therefore, it is not desirable for the output of the turbulence channel to be augmented by this type of filter. The likelihood of the signal becoming divergent was also an issue in this design. After testing on-site it became apparent that the architecture of the turbulence algorithm was generating unacceptable cues. As mentioned above, this cueing algorithm comprised a filter that was designed to operate at low bandwidth. Therefore, the turbulence was also filtered, augmenting the cues generated by the model. If any filtering is to be done to the turbulence, it will utilize a filter with a much higher bandwidth, above the frequencies produced by the aircraft response to turbulence. The authors have developed an implementation wherein only the signal from the primary flight channel passes through the nonlinear cueing filter. This paper discusses three new algorithms. Testing shows that the new methods provide the pilot with a more realistic sensation of turbulence; the cues are not attenuated by algorithm. Results of offline testing show the credibility of the models. Offline test verification was based primarily on the evaluation of the power spectral density of the outputs and the time response.
This paper describes the New Shuttle Orbiter's Multi- Purpose Logistics Modulo (MPLM) Cargo Heat Exchanger (HX) and associated MPLM cooling system. This paper presents Heat Exchanger (HX) design and performance characteristics of the system.
In motion simulation the inertial information generated by the motion platform is most of the times different from the visual information in the simulator displays. This occurs due to the physical limits of the motion platform. However, for small motions that are within the physical limits of the motion platform, one-to-one motion, i.e. visual information equal to inertial information, is possible. It has been shown in previous studies that one-to-one motion is often judged as too strong, causing researchers to lower the inertial amplitude. When trying to measure the optimal inertial gain for a visual amplitude, we found a zone of optimal gains instead of a single value. Such result seems related with the coherence zones that have been measured in flight simulation studies. However, the optimal gain results were never directly related with the coherence zones. In this study we investigated whether the optimal gain measurements are the same as the coherence zone measurements. We also try to infer if the results obtained from the two measurements can be used to differentiate between simulators with different configurations. An experiment was conducted at the NASA Langley Research Center which used both the Cockpit Motion Facility and the Visual Motion Simulator. The results show that the inertial gains obtained with the optimal gain are different than the ones obtained with the coherence zone measurements. The optimal gain is within the coherence zone.The point of mean optimal gain was lower and further away from the one-to-one line than the point of mean coherence. The zone width obtained for the coherence zone measurements was dependent on the visual amplitude and frequency. For the optimal gain, the zone width remained constant when the visual amplitude and frequency were varied. We found no effect of the simulator configuration in both the coherence zone and optimal gain measurements.
The effect of forest disturbance on the lidar waveform and the forest biomass estimation was demonstrated by model simulation. The results show that the correlation between stand biomass and the lidar waveform indices changes when the stand spatial structure changes due to disturbances rather than the natural succession. This has to be considered in developing algorithms for regional or global mapping of biomass from lidar waveform data.