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The RF downlink S-band path in the RF path console was tested under quality assurance inspection. The UHF RF paths were also tested. The acceptance test plans, procedures, and results of the acceptance tests are included.
With the proposed introduction of a data-link provision into the Air-Traffic-control (ATC) system, the capability will exist to supplement the ground-air, voice (radio) link with digital, data-link information. Additionally, ATC computers could provide, via the data link guidance and navigation information to the pilot which could then be presented in much the same manner as conventional navigation information. The primary objective of this study was to assess the feasibility and acceptability of using 4-sec and 12-sec information updating to drive conventional cockpit-navigation-instrument formats for path-tracking guidance. A flight test, consisting of 19 tracking tasks, was conducted and, through the use of pilot questionnaires and performance data, the following results were obtained. From a performance standpoint, the 4-sec and 12-sec updating led to a slight degradation in path-tracking performance, relative to continuous updating. From the pilot's viewpoint, the 12-sec data interval was suitable for long path segments (greater than 2 min of flight time), but it was difficult to use on shorter segments because of higher work load and insufficient stabilization time. Overall, it was determined that the utilization of noncontinuous data for navigation was both feasible and acceptable for the prescribed task.
NASA antiskid braking system research programs are reviewed. These programs include experimental studies of four antiskid systems on the Langley Landing Loads Track, flights tests with a DC-9 airplane, and computer simulation studies. Results from these research efforts include identification of factors contributing to degraded antiskid performance under adverse weather conditions, tire tread temperature measurements during antiskid braking on dry runway surfaces, and an assessment of the accuracy of various brake pressure-torque computer models. This information should lead to the development of better antiskid systems in the future.
The design of a joint-space adaptive control scheme is presented for controlling the slave arm motion of a dual-arm telerobot system developed at Goddard Space Flight Center (GSFC) to study telerobotic operations in space. Each slave arm of the dual-arm system is a kinematically redundant manipulator with 7 degrees of freedom (DOF). Using the concept of model reference adaptive control (MRAC) and Lyapunov direct method, an adatation algorithm is derived which adjusts the PD controller gains of the control scheme. The development of the adaptive control scheme assumes that the slave arm motion is non-compliant and slowly-varying. The implementation of the derived control scheme does not need the computation of the manipulator dynamics, which makes the control scheme sufficiently fast for real-time applications. Computer simulation study performed for the 7-DOF slave arm shows that the developed control scheme can efficiently adapt to sudden change in payloads while tracking various test trajectories such as ramp or sinusoids with negligible position errors.
This paper examines the accuracy of recent Mars gravity models and the importance of perturbations due to the Mars radiation pressure and the Martian moons, Phobos and Deimos, on the trajectories of Mars orbiters. A linear orbit perturbation theory is used to characterize the patterns of gravity field near resonances for the Viking and Mariner 9 spacecraft. These resonances are shown to have considerable power and their potential for contributing to Mars gravity solutions is emphasized. It is shown that some of the same resonance orders which appear in the Viking orbits, dominate the radial orbit error spectrum for Mars Observer. Results of orbit determination simulations at the Goddard Space Flight Center show that the perturbations caused by the Martian moons and the Mars radiation pressure are larger than 0.1 mm/s, the expected precision of the Mars Observer Doppler tracking data. Tests with the Viking Doppler data indicate that best analysis of these data mandates the inclusion of the Phobos gravitational perturbation in the modeling of Viking spacecraft trajectories.
A program is currently used for mission planning called the Analytic Satellite Ephemeris Program (ASEP), which produces projected data for orbits that remain fairly close to Earth. Lunar and solar perturbations are taken into account in another program called GRAVE. This project is a revision of GRAVE which incorporates more flexible means of input for initial data, provides additional kinds of output information, and makes use of structured programming techniques to make the program more understandable and reliable. The computer program ORBIT was tested against tracking data for the first 313 days of operation of the CRRES satellite. A sample graph is given comparing the semi-major axis calculated by the program with the values supplied by NORAD. When calculated for points at which CRRES passes through the ascending node, the argument of perigee, the right ascension of the ascending node, and the mean anomaly all stay within about a degree of the corresponding values from NORAD; the inclination of the orbital plane is much closer. The program value of the eccentricity is in error by no more than 0.0002.
A Flight Test Engineering Database Management System (FTE DBMS) was designed and implemented at the NASA Dryden Flight Research Facility. The X-29 Forward Swept Wing Advanced Technology Demonstrator flight research program was chosen for the initial system development and implementation. The FTE DBMS greatly assisted in planning and 'mass production' card preparation for an accelerated X-29 research program. Improved Test Plan tracking and maneuver management for a high flight-rate program were proven, and flight rates of up to three flights per day, two times per week were maintained.
This paper presents the design of a joint-space adaptive control scheme for controlling the slave arm motion of a dual-arm telerobot system developed at Goddard Space Flight Center (GSFC) to study telerobotic operations in space. Each slave arm of the dual-arm system is a kinematically redundant manipulator with seven degrees of freedom (DOF). Using the concept of model reference adaptive control (MRAC) and Liupunov direct method, we derive an adaptation algorithm that adjusts the PD controller gains of the control scheme. The development of the adaptive control scheme assumes that the slave arm motion is non-compliant and slowly varying. The implementation of the derived control scheme does not require the computation of manipulator dynamics which makes the control scheme sufficiently fast for real-time applications. Computer simulation study performed for the 7-DOF slave arm shows that the developed control scheme can efficiently adapt to sudden change in payload while tracking various test trajectories such as ramp or sinusoids with negligible position errors.
The topics covered include the following: improvement of the system hardware; upgrading of the software; the observation status; preliminary daylight tracking capability; testing the new type of laser; and future plans.
Space and mass are at a premium on any space mission, and thus any machinery designed for space use should be lightweight and compact, without sacrificing strength. It is for this reason that NASA/LeRC contracted Unique Mobility Corporation to exploit their novel actuator designs to build a robot that would advance the present state of technology with respect to these requirements. Custom-designed motors are the key feature of this robot. They are compact, high-performance dc brushless servo motors with a high pole count and low inductance, thus permitting high torque generation and rapid phase commutation. Using a custom-designed digital signal processor-based controller board, the pulse width modulation power amplifiers regulate the fast dynamics of the motor currents. In addition, the programmable digital signal processor (DSP) controller permits implementation of nonlinear compensation algorithms to account for motoring vs. regeneration, torque ripple, and back-EMF. As a result, the motors produce a high torque relative to their size and weight, and can do so with good torque regulation and acceptably high velocity saturation limits. This paper presents the Unique Mobility Corporation robot prototype: its actuators, its kinematic design, its control system, and its experimental characterization. Performance results, including saturation torques, saturation velocities and tracking accuracy tests are included.
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The Cassini spacecraft uses a CCD-based star tracker, the Stellar Reference Unit (SRU) for.
This paper will describe the STB3 setup, the pathlength control architecture and the data collected with the system and how they relate to SIM.
The span of history covered is from 1958 to the present. The outline of this lecture draws from historical examples of liquid propulsion testing done at AEDC primarily for NASA's Marshall Space Flight Center (NASA/MSFC) in the Saturn/Apollo Program and for USAF Space and Missile Systems dual-use customers. NASA has made dual use of Air Force launch vehicles, Test Ranges and Tracking Systems, and liquid rocket altitude test chambers / facilities. Examples are drawn from the Apollo/ Saturn vehicles and the testing of their liquid propulsion systems. Other examples are given to extend to the family of the current ELVs and Evolved ELVs (EELVs), in this case, primarily to their Upper Stages. The outline begins with tests of the XLR 99 Engine for the X-15 aircraft, tests for vehicle / engine induced environments during flight in the atmosphere and in Space, and vehicle staging at high altitude. The discussion is from the author's perspective and background in developmental testing.
— Motion and visual cue influences are critical in any simulator system, as they impact multiple aspects of the human’s neurovestibular and visual systems. Cues of real motion proceeds to the brain before cues of visual change. It is important therefore for simulator motion cues to exist and to match those realistically with those of the real vehicle to provide transferable training of the activity for operations. The United Kingdom’s Royal Air Force Institute of Aviation Medicine (1989)[1] stated that motion platforms are the only simulation devices capable of fully stimulating the body motion sensors. They confirmed that motion platforms can impart accelerations to the whole body and therefore exercise the automatic motion feedback-loop that operators are used to. With both visual and motion cues handling the vehicle becomes more realistic. Strachan (2019)[1] confirms motion cueing from a well set-up motion platform has been found to be important especially in conditions such as night or reduced visibility where motion cues may be more relied upon. As of this writing, the only lunar rover motion simulator is housed at the General Motors (GM) Milford Proving Ground, which only simulates the motions of a traditional car. A NASA Test Team proposed to complete a motion-based simulation system for NASA’s Lunar Terrain Vehicle (LTV) which resides at Johnson Space Center’s Systems Engineering Simulator facility. This activity integrated existing fixed base simulation capabilities with a newly procured six-degree of freedom motion base platform for the design, development, evaluation, and training associated with the LTV project. This would incorporate a South Pole Lunar virtual reality simulation using Lunar Reconnaissance Orbiter 5m/pixel high-resolution imagery and Unreal 5.2 Virtual Shadow Maps, combined with a virtual reality (VR) headset, integrated within a rover cockpit on a Mikrolar Motion Platform for evaluating human performance and vehicle handling qualities for concept roving vehicle designs. The motion-based system received its Human Rating Certification on March 2023. To begin testing the new facility, a preliminary handling qualities study was conducted. The objectives were to determine if there is a correlation amongst three handling quality methods of performance for a lunar vehicle and to understand the effects of a simulated 1/6-g loads and visuals with a motion platform on the operator while in a 1-g physical environment. The capability this system provides directly benefits the NASA’s Extravehicular Activity and Human Surface Mobility Program and NASA’s Flight Operations Directorate in evaluating the driving qualities of vehicle concepts, human performance related to the operating of a lunar surface vehicle, and assessment of suit related driving impacts. It would also provide direct operational benefit by providing a first-in class and unique simulation platform for the lunar astronaut training curriculum. The empirical knowledge of rover and human performance on this scale is paramount as there is currently no other lunar surface simulator with these capabilities. The result of this study ensures a broadly applicable method of testing for shirtsleeve, unpressurized and pressurized suited rover handling qualities.
The NASA Plankton, Aerosol, Cloud, and ocean Ecosystem (PACE) mission Project Science Team has used Ocean Color Instrument (OCI) measurements of Fraunhofer lines in spectra of sunlight reflected by the solar diffuser and measurements of atmospheric absorption bands in cloudtop and ocean spectra to characterize the spectral calibration of OCI on orbit. Multiple lines have been analyzed for both the ultraviolet to visible (UVVIS, 340−607 nm) and visible to near-infrared (VISNIR, 597−897 nm) grating spectrographs. The spectrographs yield hyperspectral observations with 5 nm bandwidths and 0.625 nm sampling intervals. The on-orbit observations have been compared with the prelaunch spectral calibration of OCI performed by the Goddard Laser for Absolute Measurement of Radiance (GLAMR) during thermal vacuum testing to track any changes in the calibration since launch. The calibration analyzed the line positions and strengths for the Fraunhofer lines for each spectrograph by comparing the solar spectra measured by OCI with predicted solar spectra derived from the solar reference spectrum and the BRDF of the solar diffuser, convolved with the OCI relative spectral responses. The calibration also compared the line positions of the atmospheric absorption bands with the model transmissions used by the PACE Project. The line position comparisons show that the root mean square (RMS) spectral difference between the measured and predicted spectra is 0.15 nm, the average spectral shift is 0.062 nm, and the residual spectral dispersion over the wavelength range of the Fraunhofer lines is 0.17 nm. All three estimates of the spectral accuracy of OCI meet the instrument functional requirement of a spectral accuracy of 0.5 nm and are well within the 0.625 nm sampling interval of the data. The line strength comparisons between measured and predicted spectra are essentially the same. These results show that the spectral calibration of OCI on orbit has not drifted since the prelaunch calibration of OCI by GLAMR and that the on-orbit spectral calibration of OCI is stable over time. These results also provide a baseline for monitoring the future spectral performance of OCI on orbit.
Operational Readiness Tests were an important part of the pre-launch preparation for the LADEE mission. The generation of simulated tracking data to stress the Flight Dynamics System and the Flight Dynamics Team was important for satisfying the testing goal of demonstrating that the software and the team were ready to fly the operational mission. The simulated tracking was generated in a manner to incorporate the effects of errors in the baseline dynamical model, errors in maneuver execution and phenomenology associated with various tracking system based components. The ability of the mission team to overcome these challenges in a realistic flight dynamics scenario indicated that the team and flight dynamics system were ready to fly the LADEE mission. Lunar Atmosphere and Dust Environment.
Supersonic sled tests on the Sandia 1524-m (5000-ft) track generate sonic booms of sufficient intensity to allow some airblast measurements at distance scales not obtained from wind tunnel or flight tests. During acceleration, an emitted curved boom wave propagates to a caustic, or focus. Detailed measurements around these caustics may help to clarify the overpressure magnification which can occur from real aircraft operations. Six fixed pressure gages have been operated to document the general noise field, and a mobile array of twelve gages.