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This paper provides an in-depth review of the Mars Observer Navigation Team's activities throughout interplanetary cruise to Mars and our response to the spacecraft's anomaly which occurred approximately 68 hours before encounter.
The cometary meteoroid ejection models of Jones (1996) and Crifo (1997) were used to simulate ejection from comets 55P/Tempel-Tuttle during the last 12 revolutions, and the 1862, 1737, and 161 0 apparitions of 1 OSP/Swift-Tuttle. Using cometary ephemerides generated by the JPL HORIZONS Solar System Data and Ephemeris Computation Service, ejection was simulated in 1 hour time steps while the comet was within 2.5 AU of the Sun. Also simulated was ejection occurring at the hour of perihelion passage. An RK4 variable step integrator was then used to integrate meteoroid position and velocity forward in time, accounting for the effects of radiation pressure, Poynting-Robertson drag, and the gravitational forces of the planets, which were computed using JPL's DE406 planetary ephemerides. An impact parameter is computed for each particle approaching the Earth, and the results are compared to observations of the 1998-2002 Leonid showers, and the 1993-1 994 Perseids. A prediction for Earth's encounter with the Perseid stream in 2004 is also presented.
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Aircraft encounters with atmospheric turbulence are a leading cause of in-flight injuries aboard commercial airliners and cost the airlines millions of dollars each year. Most of these injuries are due to encounters with turbulence in and around convection. In a recent study of 44 turbulence accident reports between 1990 and 1996, 82% of the cases were found to be near or within convective activity (Kaplan et al. 1999). According to NTSB accident reports, pilots' descriptions of these turbulence encounters include 'abrupt', 'in Instrument Meteorological Conditions (IMC)', 'saw nothing on the weather radar', and 'the encounter occurred while deviating around' convective activity. Though the FAA has provided guidelines for aircraft operating in convective environments, turbulence detection capability could decrease the number of injuries by alerting pilots of a potential encounter. The National Aeronautics and Space Administration, through its Aviation Safety Program, is addressing turbulence hazards through research, flight experiments, and data analysis. Primary focus of this program element is the characterization of turbulence and its environment, as well as the development and testing of hazard estimation algorithms for both radar and in situ detection. The ultimate goal is to operationally test sensors that will provide ample warning prior to hazardous turbulence encounters. In order to collect data for support of these activities, NASA-Langley's B-757 research aircraft was directed into regions favorable for convectively induced turbulence (CIT). On these flights, the airborne predictive wind shear (PWS) radar, augmented with algorithms designed for turbulence detection, was operated in real time to test this capability. In this paper, we present the results of two research flights when turbulence was encountered. Described is an overview of the flights, the general radar performance, and details of four encounters with severe turbulence.
This paper presents an encounter-based simulation architecture developed at NASA to facilitate flexible and efficient Detect and Avoid modeling in parametric or tradespace studies on large data sets. The basic premise of this tool is that large-scale input data can be reduced to a set of `canonical encounters' and that using the reduced data in simulations does not lead to loss of fidelity. A canonical encounter is specified as ownship and intruder flight portions potentially resulting in a loss of well clear along with a set of properties that characterize the encounter. The advantages of using canonical encounters include faster simulations, reduced memory footprint, ability to select encounters based on user-specified criteria, shared encounters across multiple teams, peer-reviewed encounters, and a better understanding of the input data set, to name a few.
This paper presents an encounter-based simulation architecture developed at NASA to facilitate flexible and efficient Detect and Avoid modeling in parametric or tradespace studies on large data sets. The basic premise of this tool is that large-scale input data can be reduced to a set of `canonical encounters' and that using the reduced data in simulations does not lead to loss of fidelity. A canonical encounter is specified as ownship and intruder flight portions potentially resulting in a loss of well clear along with a set of properties that characterize the encounter. The advantages of using canonical encounters include faster simulations, reduced memory footprint, ability to select encounters based on user-specified criteria, shared encounters across multiple teams, peer-reviewed encounters, and a better understanding of the input data set, to name a few.
Summary studies are presented for the entire cloud observation archieve from the NASA Global Atmospheric Sampling Program (GASP). Studies are also presented for GASP particle concentration data gathered concurrently with the cloud observations. Cloud encounters are shown on about 15 percent of the data samples overall, but the probability of cloud encounter is shown to vary significantly with altitude, latitude, and distance from the tropopause. Several meteorological circulation features are apparent in the latitudinal distribution of cloud cover, and the cloud encounter statistics are shown to be consistent with the classical mid-latitude cyclone model. Observations of clouds spaced more closely than 90 minutes are shown to be statistically dependent. The statistics for cloud and particle encounter are utilized to estimate the frequency of cloud encounter on long range airline routes, and to assess the probability and extent of laminar flow loss due to cloud or particle encounter by aircraft utilizing laminar flow control (LFC). It is shown that the probability of extended cloud encounter is too low, of itself, to make LFC impractical.
Summary studies are presented for the entire cloud observation archive from the NASA Global Atmospheric Sampling Program (GASP). Studies are also presented for GASP particle-concentration data gathered concurrently with the cloud observations. Cloud encounters are shown on about 15 percent of the data samples overall, but the probability of cloud encounter is shown to vary significantly with altitude, latitude, and distance from the tropopause. Several meteorological circulation features are apparent in the latitudinal distribution of cloud cover, and the cloud-encounter statistics are shown to be consistent with the classical mid-latitude cyclone model. Observations of clouds spaced more closely than 90 minutes are shown to be statistically dependent. The statistics for cloud and particle encounter are utilized to estimate the frequency of cloud encounter on long-range airline routes, and to assess the probability and extent of laminaar flow loss due to cloud or particle encounter by aircraft utilizing laminar flow control (LFC). It is shown that the probability of extended cloud encounter is too low, of itself, to make LFC impractical. This report is presented in two volumes. Volume I contains the narrative, analysis, and conclusions. Volume II contains five supporting appendixes.
Realization of the expected proliferation of Unmanned Aircraft System (UAS) operations in the National Airspace System (NAS) depends on the development and validation of standards for UAS Detect and Avoid (DAA) Systems. The RTCA Special Committee 228 is charged with leading the development of draft Minimum Operational Performance Standards (MOPS) for UAS DAA Systems. NASA, as a participating member of RTCA SC-228 is committed to supporting the development and validation of draft requirements for DAA alerting and guidance systems. This presentation contains the results of two combinatorial encounter analysis studies using NASA's SAA Control fast-time simulation capability for this purpose. In these studies, encounters between two aircraft were simulated one at a time for the full factorial combination of encounter geometries (e.g., encounter angle, CPA offset) and aircraft performance (e.g., ownership and intruder ground speeds and vertical rates). The first study analyzes the relationships (e.g., timeline) between the different alerting-safety regions in the SC-228 MOPS (in order of increasing severity): 1) DAA warning alert, 2) well clear recovery (WCR) guidance, 3) DAA-Collision Avoidance (CA), and 4) TCAS RA. This study will focus primarily on encounter situations in which TCAS RA occurs prior to any of the other alerting-safety boundaries. In particular, this study will investigate whether using vertical distance or vertical distance at closest point of approach (i.e., vertical miss distance or VMD) is more appropriate for the definition of the DAA-CA region. In addition, cases where transitions between different regions skip an intermediate region will be analyzed. The second study in this presentation explores a proposal to use an altitude rate error threshold to determine if vertical maneuvers are acceptable for DAA WCR guidance against non-cooperative intruders. This study incorporates the radar from the Honeywell sensor model and examines a series of pairwise encounters between a non-cooperative intruder and a UAS ownship, with different combinations of intruder states and ownship performance levels. The study uses SAA Control as a simulation platform and pilot model, and Omnibands to provide DWC recovery guidance. Two simulation sets, one that allows vertical DWC recovery guidance and one that does not, are compared to determine if encounters with altitude rate errors above 250 feet-per-minute are more likely to have more severe losses of well clear, as determined by the Loss of Well-Clear Severity metric.
We study the long-term evolution of two or more stellar black holes (BHs) on initially separated but unstable circular orbits around a supermassive BH (SMBH). Such a close-packed orbital configuration can naturally arise from BH migrations in the AGN disk. Dynamical instability of the orbits leads to recurring close encounters between two BHs, during which the BH separation r p becomes less than the Hill radius R H . In rare very close encounters, a tight merging BH binary can form with the help of gravitational wave emission. We use N-body simulations to study the time evolution of close encounters of various degrees of closeness. For a typical "SMBH+2BH" system, the averaged cumulative number of close encounters (with r p ≲ R H ) scales approximately as ∝ t 0.5 . The minimum encounter separation r p follows a cumulative distribution P( p ) ∝ r p for r p « R H . We obtain a semi-analytical expression for the averaged rate of binary captures that lead to BH mergers. Our results suggest that close-packed BHs in AGN disks may take a long time (≳10 7 orbits around the SMBH) to experience a sufficiently close encounter and form a bound binary. This time can be shorter if the initial BH orbits are highly aligned. The BH binary mergers produced in this scenario have high eccentricities when entering the LIGO band and broad distribution of orbital inclinations relative to the original AGN disk. We explore the effects of the gas disk and find that simple gas drags on the BHs do not necessarily lead to an enhanced BH binary capture rate.
A piloted, motion-base simulation was conducted to evaluate the ability of simulators to produce realistic vortex encounters and to develop criteria to define hazardous encounters. Evaluation of the simulation by pilots experienced in vortex encounters confirmed the capability of the simulator to realistically reproduce wake vortex encounters. A boundary for encounter hazard based on subjective pilot opinion was identified in terms of maximum bank angle. For encounter altitudes from 200 to 500 ft (61.0 to 152.4 m), tentative hazard criteria established for visual flight conditions indicated that the acceptable upset magnitude increased nearly linearly with increasing altitude. The data suggest that the allowable upsets under instrument conditions no greater than 50 percent of that allowable under visual conditions.
We simulated encounters between a neutron star and primordial and tidal-capture binaries. In the case of encounters involving a tidal-capture binary, comprising a white dwarf and a main-sequence star, we find that most exchange encounters will produce a single merged object with the white dwarf and neutron star engulfed in a common envelope of gas donated by the main-sequence primary of the original binary. A small fraction of exchanges induce a merger of the white dwarf and main-sequence star, with this object being unbound to the neutron star, and the two objects having a large relative speed at infinity. For encounters involving a primordial binary, fewer encounters require the inclusion of hydrodynamical effects. Those involving collisions or close encounters tend to produce a binary comprised of the two merged stars (now forming one star) and the third star. The binaries produced typically have large enough separations to prevent the formation of a single merged object until subsequent stellar evolution of one of the components causes it to fill its Roche lobe. Clean exchanges produce binaries with large eccentricities; they are typically sufficiently wide to avoid circularization.
We simulated encounters involving binaries of two eccentricities: e = 0 (i.e., circular binaries) and e = 0.5. In both cases the binary contained a point mass of 1.4 solar masses (i.e., a neutron star) and a 0.8 solar masses main-sequence star modeled as a polytrope. The semimajor axes of both binaries were set to 60 solar radii (0.28 AU). We considered intruders of three masses: 1.4 solar masses (a neutron star), 0.8 solar masses (a main-sequence star or a higher mass white dwarf), and 0.64 solar masses (a more typical mass white dwarf). Our strategy was to perform a large number (40,000) of encounters using a three-body code, then to rerun a small number of cases with a three-dimensional smoothed particle hydrodynamics (SPH) code to determine the importance of hydrodynamical effects. Using the results of the three-body runs, we computed the exchange across sections, sigma(sub ex). From the results of the SPH runs, we computed the cross sections for clean exchange, denoted by sigma(sub cx); the formation of a triple system, denoted by sigma(sub trp); and the formation of a merged binary with an object formed from the merger of two of the stars left in orbit around the third star, denoted by sigma(sub mb). For encounters between either binary and a 1.4 solar masses neutron star, sigma(sub cx) approx. 0.7 sigma(sub ex) and sigma(sub mb) + sigma(sub trp) approx. 0.3 sigma(sub ex). For encounters between either binary and the 0.8 solar masses main-sequence star, sigma(sub cx) approx. 0.50 sigma(sub ex) and sigma(sub mb) + sigma(sub trp) approx. 1.0 sigma(sub ex). If the main sequence star is replaced by a main-sequence star of the same mass, we have sigma(sub cx) approx. 0.5 sigma(sub ex) and sigma(sub mb) + sigma(sub trp) approx. 1.6 sigma(sub ex). Although the exchange cross section is a sensitive function of intruder mass, we see that the cross section to produce merged binaries is roughly independent of intruder mass. The merged binaries produced have semi-major axes much larger than either those of the original binaries or those of binaries produced in clean exchanges. Coupled with their lower kick velocities, received from the encounters, their larger size will enhance their cross section, shortening the waiting time to a subsequent encounter with another single star.
We report on selected recent spectroscopic observations of Io [OI] 6300Angstrom emission, using the high-resolution (R approximately equal to 120,000) stellar spectrograph at the National Solar Observatory McMath-Pierce telescope. These data were obtained during the Galileo I24 (1999-Oct-11) and I25 (1999-Nov-26) encounters with Io and the Cassini Jupiter encounter (closest approach 2000-Dec-30). The exposure time for each spectrum was 15 minutes, with a 5.2 second x 5.2 second aperture centered on Io. We obtained 102 spectra for the I24 encounter during 1999 October 9-13, 82 spectra for the I25 encounter during 1999 November 24-28, 313 spectra during 2000 December 11-23, and 280 spectra during 2000 December 29-2001 January 21 for the Cassini Jupiter encounter. We showed in a recent paper (Oliversen et al. 2001, JGR, 106, 26183) that this emission allows us to use Io as a localized probe of the three-dimensional plasma torus structure. We will also present preliminary results on selected contemporaneous narrowband [SII]6731A torus images obtained at the McMath-Pierce west auxiliary telescope. We took 136, 112, and 277 torus images during the Galileo I24, Galileo I25 and Cassini Jupiter encounters, respectively. Jupiter was imaged directly onto the CCD through a ND 4 filter and the reflected light was used for guiding. Both sides of the torus were imaged simultaneously when there were no Galilean satellites between 3-8 Jovian radii from Jupiter.
The Lucy Jupiter-Trojan asteroid mission launched in November 2021. Its original mission concept included six small-body encounters over its 12-year primary mission. In the fall of 2022, an additional target of opportunity encounter was proposed to be executed in the fall of 2023. The encounter with (152830) Dinkinesh (previously 1999 VD57) presented myriad imaging, navigation, engineering, and planning challenges, as well as a chance to exercise and further refine the Optical NavigationSystem concept of operations, interfaces, and tools. Dinkinesh would be the smallest and dimmest target Lucy would encounter, with a higher uncertainty in these physical parameters than for other targets. While the Op Nav system and instruments carried a high amount of heritage from the New Horizons and OSIRIS-REx missions, this would be the first use of these systems on Lucy for navigation purposes. Despite these additional challenges, the Lucy Dinkinesh encounter was a resounding success throughout which the navigational system exceeded requirements.1Optical Navigation was successfully performed and fed into the orbit determination and trajectory maneuver activities up to the final knowledge update. The Dinkinesh encounter also proved to be greatly scientifically interesting, if not additionally challenging, as the Dinkinesh system was discovered to be a binary system through imaging during closest approach, and the secondary body was itself found to be a contact binary. This added complexity notwithstanding, the OpNav and OD teams were able to re-construct the close-approach trajectory of Dinkinesh in cooperation and concert with the Lucy Science Team’s shape modelling efforts.
The observed orbital elements of short period comets are found to be consistent with the hypothesis of derivation from long period comets as long as two assumptions are made. First, the distribution of short period comets has been randomized by multiple encounters with Jupiter and second, the short period comets have lower velocities of encounter with Jupiter than is generally expected. Some 16% of the observed short period comets have lower encounter velocities than is allowed mathematically using Laplace's method. This may be due to double encounter processes with Jupiter and Saturn, or as a result of prolonged encounters. The distribution of unobservable short period comets can be inferred in part from the observed comets. Many have orbits between Jupiter and Saturn with somewhat higher inclinations than those with perihelions near the earth. Debris from those comets may form the major component of the zodiacal dust.
Calculations were made of the frequency of encounter as a function of azimuth of encounter of a passing aircraft with the aircraft in a random planar horizontal field. All the field aircraft moved at a constant speed but in random directions. These calculations included the total frequency of encounter with the aircraft of the field and the frequency of encounter with those aircraft of the field which were encountered in the fore quadrant, in the lateral quadrants, and in the rear quadrant; the calculations were made for various speed ratios of the field aircraft and the passing aircraft.
A simulator study of vortex encounters was conducted for a twin-engine, commercial, jet transport airplane encountering the vortex flow field of a heavy, four-engine, commercial, jet transport airplane in the final-approach configuration. The encounters were conducted with fixed controls and with a pilot using a state-of-the-art, manual-control system. Piloted encounters with the base-line vortex flow field out of ground effect (unattenuated) resulted in initial bank-angle excursions greater than 40 deg, coupled with initial sideslip-angle excursions greater than 10 deg. The severity of these initial upsets was significantly reduced when the vortex center was moved laterally or vertically away from the flight path of the encountering airplane. Smaller reductions occurred when the flow field was attenuated by the flight spoilers on the generating airplane. The largest reduction in the severity of the initial upsets, however, was from aging in ground effect. The severity of the initial upsets of the following airplane was relatively unaffected by the approach speed. Increasing the lift coefficient of the generating airplane resulted in an increase in the severity of the initial upsets.