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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 127 records · Page 7
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NASA NTRS2005

Addition of a low altitude Tethys flyby to the nominal Cassini tour

Of the eight Saturnian icy satellites. all but Mimas and Tethys had low altitude targeted flybys during the 4-year primary Cassini spacecraft tour. In November 2004, the existence of a potential low-altitude Tethys flyby was discovered; this low-altitude flyby, added to the nominal tour in March 2005, corresponded to a 1500 km non-targeted periapsis altitude on September 24, 2005 with an associated (delta)v cost of approximately 8 mis. This memo details the methods used to determine the Rev-15 non-targeted Tethys flyby altitude, driven by navigational requirements and operational constraints, in addition to several trajectory modifications implemented to reduce total (delta)v costs, and in some cases. render simultaneous increases in scientific return.

Cassini↗
NASA NTRS2005

Addition of a Low Altitude Tethys Flyby to the Nominal Cassini Tour

Of the eight Saturnian icy satellites, all but Mimas and Tethys have low altitude targeted flybys during the 4-year nominal Cassini spacecraft tour. In November 2004, the existence of a potential low-altitude Tethys flyby was discovered; this low-altitude Tethys flyby, added to the nominal tour in March 2005, corresponds to a 1500 km nontargeted periapsis altitude on September 24, 2005 and requires a Av cost of 8 mls. This paper details the methods used to determine the Tethys non-targeted flyby altitude, driven by navigational requirements and operational constraints, in addition to several trajectory modifications implemented to reduce total Av costs, and in some cases, simultaneous increases in scientific return.

Cassini↗
NASA NTRS1953

Altitude Performance and Operational Characteristics of YJ71-A-7 Turbojet Engine

Altitude performance of a YJ71-A-7 turbojet engine, with afterburner inoperative, was determined in the NACA Lewis altitude wind tunnel over a wide range of flight conditions. Engine speed and exhaust-nozzle area were controlled independently during this investigation. The variation of corrected values of air flow, net thrust, and fuel flow with corrected engine speed was not defined by a single curve with changes in altitude at given flight Mach number. Changes in altitude had very little effect on minimum specific fuel consumption at altitudes up to 45,000 feet. There is one exhaust-nozzle schedule that is nearly optimum for all flight conditions. Performance calculated from pumping characteristics agreed with experimental values and can therefore be used to extend engine performance data.

Smith, Ivan D.↗
NASA NTRS2009

Liquid Oxygen/Liquid Methane Test Results of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

Tests were conducted with the RS-18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA's Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propulsion systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to ~122,000 ft (~37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. LO2 flow ranged from 5.9 - 9.5 lbm/sec (2.7 - 4.3 kg/sec), and LCH4 flow varied from 3.0 - 4.4 lbm/sec (1.4 - 2.0 kg/sec) during the RS-18 hot-fire test series. Propellant flow rate was measured using a coriolis mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup due to two-phase flow effects. Subsequent cold-flow testing demonstrated that the propellant manifolds must be adequately flushed in order for the coriolis flow meters to give accurate data. The coriolis flow meters were later shown to provide accurate steady-state data, but the turbine flow meter data should be used in transient phases of operation. Thrust was measured using three load cells in parallel, which also provides the capability to calculate thrust vector alignment. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes. All of these objectives were met with the RS-18 data and additional testing data from subsequent LO2/methane test programs in 2009 which included the first simulated-altitude pyrotechnic ignition demonstration of LO2/methane.

Melcher, John C., IV↗
NASA NTRS1946

Altitude-Wind-Tunnel Investigation of Oil-System Performance of XR-4360-8 Engine in XTB2D-1 Airplane

An investigation was conducted in the Cleveland altitude wind tunnel to determine the aerodynamic characteristics and the oil delivery critical altitude of the oil-cooler installation of an XTB2D-1 airplane. The investigation was made with the propeller removed end with the engine operating at 1800 brake horsepower, an altitude of 15,000 feet (except for tests of oil-delivery critical altitude), oil-cooler flap deflections from -20 degrees to 20 degrees and inclinations of the thrust axis of 0 degrees, 1.5 degrees, and 6 degrees. At an inclination of the thrust axis of 0 degrees and with the propeller operating, the total-pressure recovery coefficient at the face of the oil cooler varied from 0.84 to 1.10 depending on the flap deflection. With the propeller removed, the best pressure recovery at the face of the oil cooler was obtained at an inclination of the thrust axis of 1.5 degrees. Air-flow separation occurred on the inner surface of the upper lip of the oil-cooler duct inlet at an inclination of the thrust axis of 0 degrees and on the inner surface of the lower lip at 6 degrees. Static pressure coefficients over the duct lips were sufficiently low that no trouble from compressibility would be encountered in level flight. The oil-delivery critical altitude at cruising power (2230 rpm, 1675 bhp) was approximately 18,500 feet for the oil system tested.

Conrad, E. William↗
NASA NTRS2010

Altitude Testing of Large Liquid Propellant Engines

The National Aeronautics and Space Administration entered a new age on January 14, 2004 with President Bush s announcement of the creation the Vision for Space Exploration that will take mankind back to the Moon and on beyond to Mars. In January, 2006, after two years of hard, dedicated labor, engineers within NASA and its contractor workforce decided that the J2X rocket, based on the heritage of the Apollo J2 engine, would be the new engine for the NASA Constellation Ares upper stage vehicle. This engine and vehicle combination would provide assured access to the International Space Station to replace that role played by the Space Shuttle and additionally, would serve as the Earth Departure Stage, to push the Crew Excursion Vehicle out of Earth Orbit and head it on a path for rendezvous with the Moon. Test as you fly, fly as you test was chosen to be the guiding philosophy and a pre-requisite for the engine design, development, test and evaluation program. An exhaustive survey of national test facility assets proved the required capability to test the J2X engine at high altitude for long durations did not exist so therefore, a high altitude/near space environment testing capability would have to be developed. After several agency concepts the A3 High Altitude Testing Facility proposal was selected by the J2X engine program on March 2, 2007 and later confirmed by a broad panel of NASA senior leadership in May 2007. This facility is to be built at NASA s John C. Stennis Space Center located near Gulfport, Mississippi. 30 plus years of Space Shuttle Main Engine development and flight certification testing makes Stennis uniquely suited to support the Vision For Space Exploration Return to the Moon. Propellant handling infrastructure, engine assembly facilities, a trained and dedicated workforce and a broad and varied technical support base will all ensure that the A3 facility will be built on time to support the schedule needs of the J2X engine and the ultimate flight of the first Ares I vehicle. The A3 facility will be able to simulate pre-ignition altitude from sea-level to 100,000 feet and maintain it up to 650 seconds. Additionally the facility will be able to accommodate initial ignition, shutdown and then restart test profiles. A3 will produce up to 5000 lbm/sec of superheated steam utilizing a Chemical Steam generation system. Two separate inline steam ejectors will be used to produce a test cell vacuum to simulate the 100,000 ft required altitude. Operational capability will ensure that the facility can start up and shutdown without producing adverse pressure gradients across the J2X nozzle. The facility will have a modern thrust measurement system for accurate determination of engine performance. The latest advances in data acquisition and control will be incorporated to measure performance parameters during hotfire testing. Provisions are being made in the initial design of the new altitude facility to allow for testing of other, larger engines and potential upper stage launch vehicles that might require vacuum start testing of the engines. The new facility at Stennis Space Center will be complete and ready for hotfire operations in late 2010.

Maynard, Bryon T.↗
NASA NTRS2011

Geopotential Field Anomaly Continuation with Multi-Altitude Observations

Conventional gravity and magnetic anomaly continuation invokes the standard Poisson boundary condition of a zero anomaly at an infinite vertical distance from the observation surface. This simple continuation is limited, however, where multiple altitude slices of the anomaly field have been observed. Increasingly, areas are becoming available constrained by multiple boundary conditions from surface, airborne, and satellite surveys. This paper describes the implementation of continuation with multi-altitude boundary conditions in Cartesian and spherical coordinates and investigates the advantages and limitations of these applications. Continuations by EPS (Equivalent Point Source) inversion and the FT (Fourier Transform), as well as by SCHA (Spherical Cap Harmonic Analysis) are considered. These methods were selected because they are especially well suited for analyzing multi-altitude data over finite patches of the earth such as covered by the ADMAP database. In general, continuations constrained by multi-altitude data surfaces are invariably superior to those constrained by a single altitude data surface due to anomaly measurement errors and the non-uniqueness of continuation.

Kim, Jeong Woo↗
NASA NTRS2011

Analysis of Pulsed Airborne Lidar Measurements of Atmospheric CO2 Column Absorption from 3-13 km Altitudes

We have developed a pulsed lidar technique for measuring the tropospheric CO2 concentrations as a candidate for NASA's ASCENDS space mission [1]. It uses two pulsed laser transmitters allowing simultaneous measurement of a CO2 absorption line in the 1575 nm band, O2 extinction in the Oxygen A-band, surface height and backscatter profile. The lasers are precisely stepped in wavelength across the CO2 line and an O2 line region during the measurement. The direct detection receiver measures the energies of the laser echoes from the surface along with the range profile of scattering in the path. The column densities for the CO2 and O2 gases are estimated from the ratio of the on- and off-line signals via the integrated path differential absorption (IPDA) technique. The time of flight of the laser pulses is used to estimate the height of the scattering surface and to reject laser photons scattered in the atmosphere. We developed an airborne lidar to demonstrate an early version of the CO2 measurement from the NASA Glenn Lear-25 aircraft. The airborne lidar stepped the pulsed laser's wavelength across the selected CO2 line with 20 wavelength steps per scan. The line scan rate is 450 Hz, the laser pulse widths are 1 usec, and laser pulse energy is 24 uJ. The time resolved laser backscatter is collected by a 20 cm telescope, detected by a NIR photomultiplier and is recorded on every other reading by a photon counting system [2]. During August 2009 we made a series of 2.5 hour long flights and measured the atmospheric CO2 absorption and line shapes using the 1572.33 nm CO2 line. Measurements were made at stepped altitudes from 3-13 km over locations in the US, including the SGP ARM site in Oklahoma, central Illinois, north-eastern North Carolina, and over the Chesapeake Bay and the eastern shore of Virginia. Although the received signal energies were weaker than expected for ASCENDS, clear CO2 line shapes were observed at all altitudes, and some measurements were made through thin clouds. The Oklahoma and east coast flights were coordinated with a LaRC/ITT CO2 lidar on the LaRC UC-12 aircraft, and in-situ measurements were made using its CO2 sensor and radiosondes. We have conducted an analysis of the ranging and IPDA lidar measurements from these four flights. Most flights had 5-6 altitude steps with 200-300 seconds of recorded measurements per step. We used a cross-correlation approach to process the laser echo records. This was used to estimate the range to the scattering surface, to define the edges of the laser pulses and to determine echo pulse energy at each wavelength. We used a minimum mean square approach to fit an instrument response function and to solve for the best-fit CO2 absorption line shape. We then calculated the differential optical depth (DOD) of the fitted CO2 line. We computed its statistics at the various altitude steps, and compare them to the DODs calculated from spectroscopy based on HITRAN 2008 and the column conditions calculated from the airborne in-situ readings. The results show the lidar and in-situ measurements have very similar DOD change with altitude and greater than 10 segments per flight where the scatter in the lidar measurements are less than or equal to 1ppm. We also present the results from subsequent CO2 column absorption measurements, which were made with stronger detected signals during three flights on the NASA DC-8 over the southwestern US in during July 2010.

Abshire, James B.↗
NASA NTRS2012

Geopotential Field Anomaly Continuation with Multi-Altitude Observations

Conventional gravity and magnetic anomaly continuation invokes the standard Poisson boundary condition of a zero anomaly at an infinite vertical distance from the observation surface. This simple continuation is limited, however, where multiple altitude slices of the anomaly field have been observed. Increasingly, areas are becoming available constrained by multiple boundary conditions from surface, airborne, and satellite surveys. This paper describes the implementation of continuation with multi-altitude boundary conditions in Cartesian and spherical coordinates and investigates the advantages and limitations of these applications. Continuations by EPS (Equivalent Point Source) inversion and the FT (Fourier Transform), as well as by SCHA (Spherical Cap Harmonic Analysis) are considered. These methods were selected because they are especially well suited for analyzing multi-altitude data over finite patches of the earth such as covered by the ADMAP database. In general, continuations constrained by multi-altitude data surfaces are invariably superior to those constrained by a single altitude data surface due to anomaly measurement errors and the non-uniqueness of continuation.

Kim, Jeong Woo↗
NASA NTRS2012

Dressing for Altitude: U.S. Aviation Pressure Suits--Wiley Post to Space Shuttle

Since its earliest days, flight has been about pushing the limits of technology and, in many cases, pushing the limits of human endurance. The human body can be the limiting factor in the design of aircraft and spacecraft. Humans cannot survive unaided at high altitudes. There have been a number of books written on the subject of spacesuits, but the literature on the high-altitude pressure suits is lacking. This volume provides a high-level summary of the technological development and operational use of partial- and full-pressure suits, from the earliest models to the current high altitude, full-pressure suits used for modern aviation, as well as those that were used for launch and entry on the Space Shuttle. The goal of this work is to provide a resource on the technology for suits designed to keep humans alive at the edge of space. Hopefully, future generations will learn from the hard-fought lessons of the past. NASA is committed to the future of aerospace, and a key component of that future is the workforce. Without these men and women, technological advancements would not be possible. Dressing for Altitude is designed to provide the history of the technology and to explore the lessons learned through years of research in creating, testing, and utilizing today s high-altitude suits. It is our hope that this information will prove helpful in the development of future suits. Even with the closeout of the Space Shuttle and the planned ending of the U-2 program, pressure suits will be needed for protection as long as humans seek to explore high frontiers. The NASA Aeronautics Research Mission Directorate is committed to the training of the current and future aerospace workforce. This book and the other books published by the NASA Aeronautics Research Mission Directorate are in support of this commitment. Hopefully, you will find this book a valuable resource for many years to come.

Jenkins, Dennis R.↗
NASA NTRS2013

Lightweight Liquid Helium Dewar for High-Altitude Balloon Payloads

Astrophysical observations at millimeter wavelengths require large (2-to-5- meter diameter) telescopes carried to altitudes above 35 km by scientific research balloons. The scientific performance is greatly enhanced if the telescope is cooled to temperatures below 10 K with no emissive windows between the telescope and the sky. Standard liquid helium bucket dewars can contain a suitable telescope for telescope diameter less than two meters. However, the mass of a dewar large enough to hold a 3-to-5-meter diameter telescope would exceed the balloon lift capacity. The solution is to separate the functions of cryogen storage and in-flight thermal isolation, utilizing the unique physical conditions at balloon altitudes. Conventional dewars are launched cold: the vacuum walls necessary for thermal isolation must also withstand the pressure gradient at sea level and are correspondingly thick and heavy. The pressure at 40 km is less than 0.3% of sea level: a dewar designed for use only at 40 km can use ultra thin walls to achieve significant reductions in mass. This innovation concerns new construction and operational techniques to produce a lightweight liquid helium bucket dewar. The dewar is intended for use on high-altitude balloon payloads. The mass is low enough to allow a large (3-to-5-meter) diameter dewar to fly at altitudes above 35 km on conventional scientific research balloons without exceeding the lift capability of the balloon. The lightweight dewar has thin (250- micron) stainless steel walls. The walls are too thin to support the pressure gradient at sea level: the dewar launches warm with the vacuum space vented continuously during ascent to eliminate any pressure gradient across the walls. A commercial 500-liter storage dewar maintains a reservoir of liquid helium within a minimal (hence low mass) volume. Once a 40-km altitude is reached, the valve venting the vacuum space of the bucket dewar is closed to seal the vacuum space. A vacuum pump then evacuates the dewar vacuum space to provide the necessary thermal isolation. Liquid helium may then be transferred from the storage dewar into the bucket dewar to cool the telescope inside the bucket dewar. By splitting the functions of helium storage and in-flight thermal isolation, the parasitic mass associated with the dewar pressure vessel is eliminated to achieve factor-of-five or better reduction in mass. The lower mass allows flight on conventional scientific research balloons, even for telescopes 3 to 5 meters in diameter.

Kogut, Alan↗
NASA NTRS2012

Solar Cell Short Circuit Current Errors and Uncertainties During High Altitude Calibrations

High altitude balloon based facilities can make solar cell calibration measurements above 99.5% of the atmosphere to use for adjusting laboratory solar simulators. While close to on-orbit illumination, the small attenuation to the spectra may result in under measurements of solar cell parameters. Variations of stratospheric weather, may produce flight-to-flight measurement variations. To support the NSCAP effort, this work quantifies some of the effects on solar cell short circuit current (Isc) measurements on triple junction sub-cells. This work looks at several types of high altitude methods, direct high altitude meas urements near 120 kft, and lower stratospheric Langley plots from aircraft. It also looks at Langley extrapolation from altitudes above most of the ozone, for potential small balloon payloads. A convolution of the sub-cell spectral response with the standard solar spectrum modified by several absorption processes is used to determine the relative change from AMO, lscllsc(AMO). Rayleigh scattering, molecular scatterin g from uniformly mixed gases, Ozone, and water vapor, are included in this analysis. A range of atmosph eric pressures are examined, from 0. 05 to 0.25 Atm to cover the range of atmospheric altitudes where solar cell calibrations a reperformed. Generally these errors and uncertainties are less than 0.2%

Snyder, David D.↗
NASA NTRS2001

High Altitude Small Engine Test Techniques at the NASA Glenn Propulsion Systems Lab

A High Altitude Test was performed in the Propulsion Systems Lab (PSL) at the NASA Glenn Research Center using a Pratt and Whitney Canada PW545 jet engine. This engine was tested to develop a highaltitude database on small, high-bypass ratio, engine performance and operability. Industry is interested in the use of high-bypass engines for Uninhabited Aerial Vehicles (UAV's) to perform high altitude surveillance. The tests were a combined effort between Pratt & Whitney Canada (PWC) and NASA Glenn Research Center. A large portion of this test activity was to collect performance data with a highly instrumented low-pressure turbine. Low-pressure turbine aerodynamic performance at low Reynolds numbers was collected and compared to analytical models developed by NASA and PWC. This report describes the test techniques implemented to obtain high accuracy turbine performance data in an altitude test facility, including high accuracy airflow at high altitudes, very low mass flow, and low air temperatures. Major accomplishments from this test activity were to collect accurate and repeatable turbine performance data at high altitudes to within 1 percent. Data were collected at 19,800m, 16,750m, and 13,700m providing documentation of diminishing LPT performance with reductions in Reynolds number in an actual engine flight environment. The test provided a unique database for the development of engine analysis codes to be used for future LPT performance improvements.

Castner, Raymond↗
NASA NTRS2017

Altitude Registration of Limb-Scattered Radiation

One of the largest constraints to the retrieval of accurate ozone profiles from UV backscatter limb sounding sensors is altitude registration. Two methods, the Rayleigh scattering attitude sensing (RSAS) and absolute radiance residual method (ARRM), are able to determine altitude registration to the accuracy necessary for long-term ozone monitoring. The methods compare model calculations of radiances to measured radiances and are independent of onboard tracking devices. RSAS determines absolute altitude errors, but, because the method is susceptible to aerosol interference, it is limited to latitudes and time periods with minimal aerosol contamination. ARRM, a new technique introduced in this paper, can be applied across all seasons and altitudes. However, it is only appropriate for relative altitude error estimates. The application of RSAS to Limb Profiler (LP) measurements from the Ozone Mapping and Profiler Suite (OMPS) on board the Suomi NPP (SNPP) satellite indicates tangent height (TH) errors greater than 1 km with an absolute accuracy of +/-200 m. Results using ARRM indicate a approx. 300 to 400m intra-orbital TH change varying seasonally +/-100 m, likely due to either errors in the spacecraft pointing or in the geopotential height (GPH) data that we use in our analysis. ARRM shows a change of approx. 200m over 5 years with a relative accuracy (a long-term accuracy) of 100m outside the polar regions.

Ozone profiles↗
NASA NTRS2017

Where Is the Upper Altitude Boundary of Earth's Biosphere? An Upcoming Stratosphere Exploration Mission

Earths atmosphere provides a relatively thin barrier to the severe conditions of space. Terrestrial microorganisms from our planets surface gets swept up into the atmosphere at rates which are influenced by meteorology, season, and variety of other regionally-dependent conditions. Residence time of microbes in the atmosphere, dispersal patterns, and metabolic activity in clouds are topics of special interest in tropospheric aerobiology. But what about even higher altitudes? A century of ocean exploration has allowed the scientific community to characterize marine life at every depth. Such knowledge was enabled by routine access, specifically, submersible vehicles with sample return systems. The outer reaches of Earth's atmosphere probably contain trace signatures of microbial life swept up from the surface, but high-altitude exploration (from 18-50 km above sea level) has been severely constrained by a shortage of reliable affordable sample acquisition systems. Thus, attempts to establish the upper altitude limits of Earths biosphere boundary remain unresolved. Previous conclusions based on observations of microbial growth and DNA signatures from samples collected in the upper atmosphere have resulted in extraordinary claims for the tenacity of life in the stratosphere. This altitude range can be regarded as a natural laboratory for examining the edge of habitability, a topic of central important to the field of astrobiology; in fact, stratosphere conditions (high UV light and low extremes of temperature, pressure, and relative humidity) closely resemble stressors associated with the surface of Mars. Moreover, low biomass detection instruments developed exploring Earths upper atmosphere can contribute to future strategies for life detection with spacecraft exploring other worlds. While pioneering, many past stratospheric microbiology studies have been qualitative in nature and lacking rigorous contamination control measurements to verify system sterility. We have designed, constructed, and recently flown a novel system for collecting upper atmosphere bioaerosols using the NASA C20A aircraft. We will report preliminary mission results from the lower stratosphere (characterizing abundance, diversity and survivability or airborne microorganisms), describe our methods for reducing false positives, and outline the open scientific engineering challenges in an ongoing effort to better establish Earths high-altitude biosphere boundary.

Smith, David J.↗
NASA NTRS2019

Risk of Increased Fragmentation Events Due to Low Altitude Large Constellation Spacecraft

Orbital debris experts and industry leaders are concerned about the added hazard that thousands of additional spacecraft would have on the future orbital debris environment. Large constellations proposals plan to deploy spacecraft at altitudes from 1100 km to 1300 km, where fragmentation debris can take thousands of years or longer to decay naturally, while other proposals include deploying spacecraft at station-keeping altitudes from 300 km to 600 km. Although these lower altitude spacecraft are compliant with the 25-year rule, there is still an increased risk of accidental explosions generating high velocity fragments that could damage international spacecraft assets. The NASA Orbital Debris Program Office (ODPO) has conducted several parametric studies that examine the potential negative environmental impacts of large constellation deployments. This study addresses the lower altitude constellations and the potential risk that they impose on the future environment during mission operations. The projected future environment is generated as the average of 100 LEGEND Monte Carlo (MC) simulation runs while adjusting parameters such as average probability of explosion and operational lifetime per constellation. Results of the effect of accidental explosions of large constellation spacecraft on the environment below 600 km altitude are analyzed.

Vavrin, A.↗
NASA NTRSDate not supplied

Extensible Traffic Management (xTM) - High-altitude Operations and Beyond

The technology development of balloons, airships, and high-altitude long-endurance (HALE) high-aspect-ratio wing aerial vehicles has expedited the deployment of high-altitude operations above Flight Level (FL) 600. It allows broader communication service area coverage than at ground level and enables efficient and precise earth observation to help address global climate change. Meanwhile, a record number of orbital launches were conducted in 2021. New mission concepts including those for small satellites, satellite constellations, suborbital tourism and point to point cargo transport are being developed. To enable efficient and safe operations of new-entrant vehicles and to alleviate the potential burden on air traffic controllers, the concept of Unmanned aircraft systems Traffic Management (UTM) explored a different approach requiring cooperative operations among operators/pilots through operational intent sharing and coordination. This concept has been extended and proposed by the community to handle traffic management for high-altitude operations. While the concept and basic system were tested in UTM, there are many critical capabilities needed for high-altitude operations. This talk will introduce the challenges brought by high-altitude operations and space operations and on-going research activities in developing critical capabilities for extensible traffic management at NASA.

Extensible Traffic Management↗
NASA NTRS2024

Variable Altitude Cognizant Slepian Functions

We present an approach to calculate potential fields on a planet’s surface from regionally confined gradient data at spacecraft altitude, such as measurements of magnetic fields or gravitational acceleration. Our method uses altitude cognizant Slepian functions with a reference radial position that varies as a function of longitude and latitude. This is an evolution from previous altitude cognizant Slepian functions which use a fixed reference radial position. We demonstrate the advantage of these variable altitude cognizant Slepian functions over the fixed altitude cognizant Slepian functions and the classical Slepian functions using numerical tests.

planetary science↗