Post Flight Clearance Analysis by Photogrammetric Reconstruction
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sls↗
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Reconstruction of the Apollo 11 Moon Landing Final Descent Trajectory
Relatively limited data on the Apollo 11 pre-planned and as-flown trajectories are available in the open literature and in the NASA archives. Furthermore, a single report appears to be the only source containing plots comparing the pre-planned and as-flown final approach and landing trajectories. The plots in that report, however, are small and difficult to read, and contain data that are insufficient for directly reconstructing the final landing trajectory. In this report, several published graphics are digitized, and then a variety of least-squares and Kalman filter estimators are applied using kinematic equations and simplified dynamic equations to reconstruct the final descent trajectory. The reconstructed trajectory is important in the crew training effort for program Artemis, which intends to send humans back to the moon, as well as other studies focusing on landing on extraterrestrial worlds.
Apollo 11↗
Post Flight Clearance Analysis by Photogrammetric Reconstruction
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rigid body transformation↗
Charge Resolution of the Silicon Matrix of the ATIC Experiment
ATIC (Advanced Thin Ionization Calorimeter) is a balloon borne experiment designed to measure the cosmic ray composition for elements from hydrogen to iron and their energy spectra from approx.50 GeV to near 100 TeV. It consists of a Si-matrix detector to determine the charge of a CRT particle, a scintillator hodoscope for tracking, carbon interaction targets and a fully active BGO calorimeter. ATIC had its first flight from McMurdo, Antarctica from 28/12/2000 to 13/01/2001. The ATIC flight collected approximately 25 million events. The silicon matrix of the ATIC spectrometer is designed to resolve individual elements from proton to iron. To provide this resolution careful calibration of each pixel of the silicon matrix is required. Firstly, for each electronic channel of the matrix the pedestal value was subtracted taking into account its drift during the flight. The muon calibration made before the flight was used then to convert electric signals (in ADC channel number) to energy deposits in each pixel. However, the preflight muon calibration was not accurate enough for the purpose, because of lack of statistics in each pixel. To improve charge resolution the correction was done for the position of Helium peak in each pixel during the flight . The other way to set electric signals in electronics channels of the Si-matrix to one scale was correction for electric channel gains accurately measured in laboratory. In these measurements it was found that small different nonlinearities for different channels are present in the region of charge Z > 20. The correction for these non-linearities was not done yet. In linear approximation the method provides practically the same resolution as muon calibration plus He-peak correction. For searching a pixel with the signal of primary particle an indication from the cascade in the calorimeter was used. For this purpose a trajectory was reconstructed using weight centers of energy deposits in BGO layers. The point of intersection of this trajectory with Si-matrix and its RMS was determined. The pixel with maximal signal in 3sigma region was taken as sought. The signal in this pixel was corrected by trajectory zenith angle. The preliminary results on charge resolution of the Si-matrix in the range from protons to iron are presented.
Zatsepin, V. I.↗
Final STS-35 Columbia descent BET products and results for LaRC OEX investigations
Final STS-35 'Columbia' descent Best Estimate Trajectory (BET) products have been developed for Langley Research Center (LaRC) Orbiter Experiments (OEX) investigations. Included are the reconstructed inertial trajectory profile; the Extended BET, which combines the inertial data and, in this instance, the National Weather Service atmospheric information obtained via Johnson Space Center; and the Aerodynamic BET. The inertial BET utilized Inertial Measurement Unit 1 (IMU1) dynamic measurements for deterministic propagation during the ENTREE estimation process. The final estimate was based on the considerable ground based C-band tracking coverage available as well as Tracking Data and Relay Satellite System (TDRSS) Doppler data, a unique use of the latter for endo-atmospheric flight determinations. The actual estimate required simultaneous solutions for the spacecraft position and velocity, spacecraft attitude, and six IMU parameters - three gyro biases and three accelerometer scale factor correction terms. The anchor epoch for this analysis was 19,200 Greenwich Mean Time (GMT) seconds which corresponds to an initial Shuttle altitude of approximately 513 kft. The atmospheric data incorporated were evaluated based on Shuttle derived considerations as well as comparisons with other models. The AEROBET was developed based on the Extended BET, the measured spacecraft configuration information, final mass properties, and the final Orbiter preoperation databook. The latter was updated based on aerodynamic consensus incrementals derived by the latest published FAD. The rectified predictions were compared versus the flight computed values and the resultant differences were correlated versus ensemble results for twenty-two previous STS entry flights.
Oakes, Kevin F.↗
InSight Aerothermal Environment Assessment
The InSight spacecraft was proposed to be a build-to-print copy of the Phoenix vehicle due to the knowledge that the lander payload would be similar and the trajectory would be similar. However, the InSight aerothermal analysts, based on tests performed in CO2 during the Mars Science Laboratory mission (MSL) and completion of Russian databases, considered radiative heat flux to the aftbody from the wake for the first time for a US Mars mission. The combined convective and radiative heat flux was used to determine if the as-flown Phoenix thermal protection system (TPS) design would be sufficient for InSight. All analyses showed that the design would be adequate. Once the InSight lander was successfully delivered to Mars on November 26, 2018, work began to reconstruct the atmosphere and trajectory in order to evaluate the aerothermal environments that were actually encountered by the spacecraft and to compare them to the design environments.The best estimated trajectory (BET) reconstructed for the InSight atmospheric entry fell between the two trajectories considered for the design, when looking at the velocity versus altitude values. The maximum heat rate design trajectory (MHR) flew at a higher velocity and the maximum heat load design trajectory (MHL) flew at a lower velocity than the BET. For TPS sizing, the MHL trajectory drove the design. Reconstruction has shown that the BET flew for a shorter time than either of the design environments, hence total heat load on the vehicle should have been less than used in design. Utilizing the BET, both DPLR and LAURA were first run to analyze the convective heating on the vehicle with no angle of attack. Both codes were run with axisymmetric, laminar flow in radiative equilibrium and vibrational non-equilibrium with a surface emissivity of 0.8. Eight species Mitcheltree chemistry was assumed with CO2, CO, N2, O2, NO, C, N, and O. Both codes agreed within 1% on the forebody and had the expected differences on the aftbody. The NEQAIR and HARA codes were used to analyze the radiative heating on the vehicle using full spherical ray-tracing. The codes agreed within 5% on most aftbody points of interest.The LAURA code was then used to evaluate the conditions at angle of attack at the peak heating and peak pressure times. Boundary layer properties were investigated to confirm that the flow over the forebody was laminar for the flight.Comparisons of the aerothermal heating determined for the reconstructed trajectory to the design trajectories showed that the as-flown conditions were less severe than design
Beck, Robin↗
Mars Sample Return Earth Entry System Helicopter Drop Test Reconstruction
The Mars Sample Return campaign conducted four successful helicopter drop tests of the Earth Entry System at the Utah Test and Training Range on October, 2023. The tests acquired data for the 52.5 deg sphere cone geometry that can be used to develop models for the terminal descent aerodynamics and flight dynamics used to model ground impact conditions. The acquired test data included both sensor data outputs from an on-board inertial measurement unit, global positioning system, and video cameras as well as atmospheric measurements from weather balloons. This data was processed using a Kalman filter/smoother to reconstruct the capsule’s trajectory and aerodynamics. An equation-error method was used to reconcile the aerodynamics by solving for a set of dispersions in the aerodynamic database that form a best-fit to the reconstructed aerodynamics. The reconstructed trajectories were compared with flight simulations generated using Program to Optimize Simulated Trajectories II. The results indicate that the simulation underpredicted the vehicle oscillation amplitudes. The reconstruction exhibits a persistent low-amplitude oscillation that does not damp out as predicted.
Chris D Karlgaard↗
Mars Sample Return Earth Entry System Helicopter Drop Test Reconstruction
The Mars Sample Return campaign conducted four successful helicopter drop tests of the Earth Entry System at the Utah Test and Training Range on October, 2023. The tests acquired data for the 52.5 deg sphere cone geometry that can be used to develop models for the terminal descent aerodynamics and flight dynamics used to model ground impact conditions. The acquired test data included both sensor data outputs from an on-board inertial measurement unit, global positioning system, and video cameras as well as atmospheric measurements from weather balloons. This data was processed using a Kalman filter/smoother to reconstruct the capsule’s trajectory and aerodynamics. An equation-error method was used to reconcile the aerodynamics by solving for a set of dispersions in the aerodynamic database that form a best-fit to the reconstructed aerodynamics. The reconstructed trajectories were compared with flight simulations generated using Program to Optimize Simulated Trajectories II. The results indicate that the simulation underpredicted the vehicle oscillation amplitudes. The reconstruction exhibits a persistent low-amplitude oscillation that does not damp out as predicted.
Chris D Karlgaard↗
Fuel-conservative guidance system for powered-lift aircraft
A concept for automatic terminal area guidance, comprising two modes of operation, was developed and evaluated in flight tests. In the predictive mode, fuel efficient approach trajectories are synthesized in fast time. In the tracking mode, the synthesized trajectories are reconstructed and tracked automatically. An energy rate performance model derived from the lift, drag, and propulsion system characteristics of the aircraft is used in the synthesis algorithm. The method optimizes the trajectory for the initial aircraft position and wind and temperature profiles encountered during each landing approach. The design theory and the results of simulations and flight tests using the Augmentor Wing Jet STOL Research Aircraft are described.
Erzberger, H.↗
Fuel-conservative guidance system for powered-lift aircraft
A concept for automatic terminal-area guidance, comprising two modes of operation, has been developed and evaluated in flight tests. In the first or predictive mode, fuel-efficient approach trajectories are synthesized in fast time. In the second or tracking mode, the synthesized trajectories are reconstructed and tracked automatically. An energy rate performance model derived from the lift, drag, and propulsion-system characteristics of the aircraft is used in the synthesis algorithm. The method optimizes the trajectory for the initial aircraft position and wind and temperature profiles encountered during each landing approach. The paper describes the design theory and discusses the results of simulations and flight tests using the Augmentor Wing Jet STOL Research Aircraft.
Erzberger, H.↗
Attitude Reconstruction of Free-Flight CFD Generated Trajectories Using Non-Linear Pitch Damping Coefficient Curves
Attitude history reconstruction of Free-flight CFD generated trajectories with non-linear pitch damping coefficient curves is investigated. Free-flight CFD simulations of the capsule shape used for the Genesis sample return mission and the upcoming Dragonfly mission to Titan are conducted for 1-, 2-, and 3-degree-of-freedom cases. Two different data reduction methodologies are employed to derive a pitch damping curve as a function of instantaneous angle of attack. These curves are then used to reconstruct the attitude history of the body which is compared to the raw simulation results. While both data reduction methods produce pitch damping curves that can generally reconstruct the motion seen in the Free-flight simulations, it is found that optimization of the pitch damping curve using an inverse estimation process yields superior and more generalizable results. Further refinement of this technique could allow pitch damping curves derived using CFD to serve as a capability complementary to existing techniques for dynamic stability characterization.
entry↗
Attitude Reconstruction of Free-Flight CFD Generated Trajectories Using Non-Linear Pitch Damping Coefficient Curves
Attitude history reconstruction of Free-flight CFD generated trajectories with non-linear pitch damping coefficient curves is investigated. Free-flight CFD simulations of the capsule shape used for the Genesis sample return mission and the upcoming Dragonfly mission to Titan are conducted for 1-, 2-, and 3-degree-of-freedom cases. Two different data reduction methodologies are employed to derive a pitch damping curve as a function of instantaneous angle of attack. These curves are then used to reconstruct the attitude history of the body which is compared to the raw simulation results. While both data reduction methods produce pitch damping curves that can generally reconstruct the motion seen in the Free-flight simulations, it is found that optimization of the pitch damping curve using an inverse estimation process yields superior and more generalizable results. Further refinement of this technique could allow pitch damping curves derived using CFD to serve as a capability complementary to existing techniques for dynamic stability characterization.
entry↗
Dynamic Stability Analysis Using Free-Flight CFD
Blunt body probes are the primary design for atmospheric entry. The blunted capsule shape, while desirable for the decreased forebody heating, typically experiences dynamic instability at low supersonic and transonic flight. At moderate to low supersonic conditions, the unsteady wake begins to adversely interact with the vehicle in free-flight resulting in attitude oscillations which can grow in time and result in tumbling. Understanding vehicle dynamics is thus important when considering vehicle entry design and guidance navigation and control (GN&C) considerations. Historically, dynamic stability has been carried out exclusively using experimental techniques. The wide range of experimental approaches provide reasonable coverage in Mach and dynamic pressure space for a given trajectory, however achieving flight similitude is often difficult or impossible. Advancements in Computational Fluid Dynamics (CFD) techniques allow for dynamic motion of the vehicle surface during the simulation with either forced/prescribed motion or free motion in response to fluid forces. Several examples of CFD software with the ability to simulate fluid dynamics and vehicle motion are available in literature. The Free-Flight CFD (FF-CFD) capability developed by NASA Ames within the US3D flow solver has shown extensive validation and verification (V&V) efforts from moderate to low supersonic flow across a range of vehicle architectures. The solver is able to simulate full rotational and translation motion resulting in full 6 degrees-of-freedom (DoF) motion. The validation and verification efforts the solver's ability to predict the motion of a ballistic range model as compared to experimental results. Similar to other computational capabilities in literature, FF-CFD relied on heritage data reduction methodologies and processes for reducing dynamic data into aerodynamic coefficients intended for use in design and trajectory codes. These heritage approaches, initially developed with the assumptions (and restrictions) of ground test facilities, resulted in the significant culling of the full 6-DoF dynamic data set to discrete values which are then fit using an aerodynamic model. Recent development of simulation and data reduction methodologies has resulted in an improved approach to FF-CFD simulations of vehicle dynamics which leverage the control of dynamic constraints within a simulation set-up. The presentation of this work will cover the constrained dynamic simulation approach for deriving dynamic coefficients for a Genesis capsule. The methodology will be outlined and a discussion of implications in motion restriction will be discussed. Finally, reconstructed vehicle trajectories using FF-CFD derived aerodynamic coefficients will be presented.
Joseph M Brock↗
Navigation Performance of the BioSentinel Deep Space CubeSat Mission
The BioSentinel mission was recently launched aboard the SLS launch vehicle (LV) as part of the Artemis- 1 campaign. The BioSentinel navigation team successfully tracked and guided the spacecraft through a lunar gravity assist to its destination Earth-trailing heliocentric orbit. This 6U CubeSat carries live yeast cells to analyze the effects of radiation at large distances from Earth, becoming the first biological payload in Deep Space. Prelaunch activities included mission design updates, orbit determination rehearsals and the development of a tracking schedule in coordination with the Artemis-1 payload office and the Deep Space Network (DSN). An important influence on the trajectories of Artemis I secondaries was the uncertainty associated with deployment from the Interim Cryogenic Propulsion System (ICPS), the upper stage of the SLS LV. The ICPS was rotating at a rate of 1 rpm; there was also an uncertainty in the spin axis attitude, which translated into an unknown clock angle of deployment. The variability in this angle and magnitude of deployment implied the existence of a non-negligible risk of a lunar impact, which was evaluated for various potential launch dates. We present the results of Monte Carlo analyses and compute the pertinent maneuvers to avoid it. In addition, we present a comparison with the actual deployment once the mission launched by reconstructing our trajectory with tracking data. On November 16th 2022 BioSentinel successfully deployed from ICPS and the navigation team started to receive 2-way Doppler and Sequential Ranging data from the DSN. We processed early data to try to obtain a first ephemeris using Initial Orbit Determination (IOD) methods such as the least squares. Soon after deployment, the spacecraft was tumbling and entered safe mode, creating a period where the tracking data were sparse. The mission team recovered the spacecraft and after four tracking passes, we solved for a first ephemeris that was sent to the DSN for better tracking of the spacecraft. After propagating this first ephemeris solution, we determined that we avoided impact with a margin of a few hundred km from the lunar surface. More tracking data over the next few days (from DSN as well as ESA antennas) allowed for a more refined orbit solution predicting a periselene altitude of 406 km and a lunar eclipse lasting 36.5 minutes. Therefore, BioSentinel operators aborted any correction maneuvers. This periselene altitude also gave us the necessary energy to achieve a heliocentric orbit. The next challenge was due to the necessary adjustments in our orbit determination method due to the large energy boost resulting from the lunar flyby. After a series of tracking passes we were able to get a nominal solution that resulted into a stable trajectory. This paper discusses in detail the navigation performance using the X-band IRIS transponder, as well as the challenges and lessons learned prior to and during this deep space, CubeSat mission.
Andres Dono Perez↗
Study of a precise positioning system of the COMSS Altimetric Satellite/Radar
A satellite trajectory was reconstructed at an accuracy level of 5-10 centimeters. The reconstruction of the orbit at a level of 1 to 2 meters, and comparison of all results for the two altitudes, 650 and 850 km, are also considered.
Nouel, F.↗
Design of a fuel-efficient guidance system for a STOL aircraft
In the predictive mode, the system synthesizes a horizontal path from an initial aircraft position and heading to a desired final position and heading and then synthesizes a fuel-efficient speed-altitude profile along the path. In the track mode, the synthesized trajectory is reconstructed and tracked automatically. An analytical basis for the design of the system is presented and a description of the airborne computer implementation is given. A detailed discussion of the software, which should be helpful to those who use the actual software developed for these tests, is also provided.
Mclean, J. D.↗
A scheme for parameterizing ice-cloud water content in general circulation models
The optical properties of ice clouds are a primary issue for climate and climate change. Evaluating these optical properties in three-dimensional models for studying climate will require a method to calculate the ice water content of such clouds. A procedure is developed to parameterize ice water content as a function of large-scale meteorological characteristics for use in circulation models in which the ice water content is not calculated by means of a three-dimensional prognostic equation for condensed water. The technique identifies large-scale flows in which ice clouds exist and calculates their ice water content by reconstructing the trajectory associated with cloud formation. As the cloud forms, its ice content changes both by deposition of ice from water vapor and by ice removal by sedimentation. The sedimentation process is found to modify significantly the ice water content expected from deposition alone. Ice water contents predicted by the parameterization are compared with aircraft observations collected in the middle latitudes and the tropics, and show reasonable agreement over four orders-of-magnitude of ice water content. A parameterization for the sublimation of ice crystals settling into ice-subsaturated environments is also presented.
Heymsfield, Andrew J.↗
A new chapter in precise orbit determination
A report is presented on the use of GPS receivers on board orbiting spacecraft to determine their orbits with unprecedented accuracy. By placing a GPS receiver aboard a satellite one can observe its true motion and reconstruct its trajectory in great detail without knowledge of the forces acting on it. Only the accuracy of the GPS carrier-phase observable, which can be better than 1 cm for a 1 sec duration observation, ultimately limits 'user orbit' accuracy.
Yunck, T. P.↗