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NASA NTRS2014

The International Space Station: A Unique Platform for Remote Sensing of Natural Disasters

Assembly of the International Space Station (ISS) was completed in 2012, and the station is now fully operational as a platform for remote sensing instruments tasked with collecting scientific data about the Earth system. Remote sensing systems are mounted inside the ISS, primarily in the U.S. Destiny Module's Window Observational Research Facility (WORF), or are located on the outside of the ISS on any of several attachment points. While NASA and other space agencies have had remote sensing systems orbiting Earth and collecting publicly available data since the early 1970s, these sensors are carried onboard free-flying, unmanned satellites. These satellites are traditionally placed into Sun-synchronous polar orbits that allow imaging of the entire surface of the Earth to be repeated with approximately the same Sun illumination (typically local solar noon) over specific areas, with set revisit times that allow uniform data to be taken over long time periods and enable straightforward analysis of change over time. In contrast, the ISS has an inclined, Sun-asynchronous orbit (the solar illumination for data collections over any location changes as the orbit precesses) that carries it over locations on the Earth between approximately 52degnorth and 52deg south latitudes (figure 1). The ISS is also unique among NASA orbital platforms in that it has a human crew. The presence of a crew provides options not available to robotic sensors and platforms, such as the ability to collect unscheduled data of an unfolding event using handheld digital cameras as part of the Crew Earth Observations (CEO) facility and on-the-fly assessment of environmental conditions, such as cloud cover, to determine whether conditions are favorable for data collection. The crew can also swap out internal sensor systems installed in the WORF as needed. The ISS orbit covers more than 90 percent of the inhabited surface of the Earth, allowing the ISS to pass over the same ground locations at different times of the day and night. This is important for two reasons: 1) certain surface processes (i.e., development of coastal fog banks) occur at times other than local solar noon, making it difficult to collect relevant data from traditional satellite platforms, and 2) it provides opportunities for the ISS to collect data for short-duration events, such as natural disasters, that polar-orbiting satellites may miss due to their orbital dynamics - in essence, the ISS can be "in the right place at the right time" to collect data. An immediate application of ISS remote sensing data collection is that the data can be used to provide information for humanitarian aid after a natural disaster. This activity contributes directly to the station's Benefits to Humanity mission. The International Charter, Space and Major Disasters (also known as the International Disaster Charter, or IDC) is an agreement between agencies of several countries to provide - on a best-effort basis - remotely sensed data related to natural disasters to requesting countries in support of disaster response. In the United States, the lead agency for interaction with the IDC is the United States Geological Survey (USGS); when an IDC request, or activation, is received, the USGS notifies the science teams for NASA instruments with targeting information for data collection. In the case of the ISS, Earth scientists in the JSC ARES Directorate, in association with the ISS Program Science Office, coordinate targeting and data collection with the USGS. If data is collected, it is passed back to the USGS for posting on its Hazards Data Distribution System and made available for download. The ISS was added to the USGS's list of NASA remote sensing assets that could respond to IDC activations in May 2012. Initially, the NASA ISS sensor systems available to respond to IDC activations included the ISS Agricultural Camera (ISSAC), an internal multispectral visible-near infrared wavelength system mounted in the WORF; CEO, a project that collects imagery through the ISS windows using off-the-shelf handheld digital visible-wavelength cameras; and the Hyperspectral Imager for the Coastal Oceans (HICO), a visible to near-infrared system mounted externally on the Japanese Experiment Module - Exposed Facility. Since May 2012, there have been 37 IDC activations; ISS sensor systems have collected data for 10 of these events.

Stefanov, William L.↗
NASA NTRS1995

Titan's stratospheric temperature asymmetry: a radiative origin?

During the 1981 Voyager encounter, Titan's stratosphere exhibited a large thermal asymmetry, with high northern latitudes being colder than comparable southern latitudes. Given the short radiative time constant, this asymmetry would not be expected at the season of the Voyager observations (spring equinox), if the infrared and solar opacity sources were distributed symmetrically. We have investigated the radiative budget of Titan's stratosphere, using two selections of Voyager IRIS spectra recorded at symmetric northern and southern latitudes. In the region 0.1-1 mbar, temperatures are 7 K colder at 50 degrees N than at 53 degrees S and the difference reaches approximately 13 K at 5 mbar. On the other hand, the northern region is strongly enriched in nitriles and hydrocarbons, and the haze optical depth derived from the continuum emission between 8 and 15 micrometers is twice as large as in the south. Cooling rate profiles have been computed at the two locations, using the gas and haze abundances derived from the IRIS measurements. We find that, despite lower temperatures, the cooling rate profiles in the pressure range 0.15-5 mbar are 20 to 40% larger in the north than in the south, because of the enhanced concentrations of infrared radiators. Because the northern hemisphere appears darker than the southern one in the Voyager images, enhanced solar heating is also expected to take place at 50 degrees N. Solar heating rate profiles have been calculated, with two different assumptions on the origin of the hemispheric asymmetry. In the most likely case where it results from a variation in the absorbance of the haze material, the heating rates are found to be 12-15% larger at the northern location than at the southern one, a smaller increase than that in the cooling rates. If the lower albedo in the north results from an increase in the particle number density, a 55 to 75% difference is found for the pressure range 0.15-5 mbar, thus larger than that calculated for the cooling rates. Considering the uncertainties in the haze model, dynamical heat transport may significantly contribute to the meridional temperature gradients observed in the stratosphere. On the other hand, the latitudinal variation in gas and haze composition may be sufficient to explain the entire temperature asymmetry observed, without invoking a lag in the thermal response of the atmosphere due to dynamical inertia.

NASA Program Exobiology↗
NASA NTRS2011

Drop Size Distribution Measurements Supporting the NASA Global Precipitation Measurement Mission: Infrastructure and Preliminary Results

Global Precipitation Measurement Mission (GPM) retrieval algorithm validation requires datasets that characterize the 4-D structure, variability, and correlation properties of hydrometeor particle size distributions (PSD) and accumulations over satellite fields of view (5 -- 50 km). Key to this process is the combined use of disdrometer and polarimetric radar platforms. Here the disdrometer measurements serve as a reference for up-scaling dual-polarimetric radar observations of the PSD to the much larger volumetric sampling domain of the radar. The PSD observations thus derived provide a much larger data set for assessing DSD variability, and satellite-based precipitation retrieval algorithm assumptions, in all three spatial dimensions for a range of storm types and seasons. As one component of this effort, the GPM Ground Validation program recently acquired five 3rd generation 2D Video disdrometers as part of its Disdrometer and Radar Observations of Precipitation Facility (DROP), currently hosted in northern Alabama by the NASA Marshall Space Flight Center and the University of Alabama in Huntsville. These next-generation 2DVDs were operated and evaluated in different phases of data collection under the scanning domain of the UAH ARMOR C-band dual-polarimetric radar. During this period approximately 7500 minutes of PSD data were collected and processed to create gamma size distribution parameters using a truncated method of moments approach. After creating the gamma parameter datasets the DSDs were then used as input to T-matrix code for computation of polarimetric radar moments at C-band. The combined dataset was then analyzed with two basic objectives in mind: 1) the investigation of seasonal variability in the rain PSD parameters as observed by the 2DVDs; 2) the use of combined polarimetric moments and observed gamma distribution parameters in a functional form to retrieve PSD parameters in 4-D using the ARMOR radar for precipitation occurring in different seasons and for different rain system types. Preliminary results suggest that seasonal variations in the DSD parameters do occur, but are most pronounced when comparing tropical PSDs to either winter or summer convective precipitation. For example the previously documented shift to relatively smaller drop diameters in higher number concentrations for equivalent rain rate bins was observed in tropical storm rainbands occurring over Huntsville. On a more inter seasonal basis empirical fits between parameters such as D0 and ZDR do not appear to exhibit robust seasonal biases- i.e., one fit seems to work for all seasons within acceptable standard error (O[10%]) for estimates of D0. In polarimetric retrievals of the vertical variability in PSD (rain layer) for a tropical rainband we find that the Do varies with height when partitioned by specified precipitation categories (e.g., convective or stratiform, heavy and light stratiform etc.) but this variation is of order 10-20% and is smaller than the difference in D0 observed between the basic delineation of convective and stratiform precipitation types. Currently we are expanding our analysis of the vertical structure of the PSD to include several seasonally and/or dynamically-different storm system types (e.g., winter convection and stratiform events; summer mid-latitude convective etc.) sampled by ARMOR. The study will present the results of our combined analyses.

Petersen, Walter A.↗
NASA NTRS2002

CATS-based Air Traffic Controller Agents

This report describes intelligent agents that function as air traffic controllers. Each agent controls traffic in a single sector in real time; agents controlling traffic in adjoining sectors can coordinate to manage an arrival flow across a given meter fix. The purpose of this research is threefold. First, it seeks to study the design of agents for controlling complex systems. In particular, it investigates agent planning and reactive control functionality in a dynamic environment in which a variety perceptual and decision making skills play a central role. It examines how heuristic rules can be applied to model planning and decision making skills, rather than attempting to apply optimization methods. Thus, the research attempts to develop intelligent agents that provide an approximation of human air traffic controller behavior that, while not based on an explicit cognitive model, does produce task performance consistent with the way human air traffic controllers operate. Second, this research sought to extend previous research on using the Crew Activity Tracking System (CATS) as the basis for intelligent agents. The agents use a high-level model of air traffic controller activities to structure the control task. To execute an activity in the CATS model, according to the current task context, the agents reference a 'skill library' and 'control rules' that in turn execute the pattern recognition, planning, and decision-making required to perform the activity. Applying the skills enables the agents to modify their representation of the current control situation (i.e., the 'flick' or 'picture'). The updated representation supports the next activity in a cycle of action that, taken as a whole, simulates air traffic controller behavior. A third, practical motivation for this research is to use intelligent agents to support evaluation of new air traffic control (ATC) methods to support new Air Traffic Management (ATM) concepts. Current approaches that use large, human-in-the-loop simulations are unquestionably valuable for this purpose, but pose considerable logistical, fiscal, and experimental control problems. First, data analysis is extremely complicated, owing simply to the large number of participants and data sources in such simulations. In addition, experienced human air traffic controllers working adjacent sectors tend to flexibly adapt to the evolving control problem - potentially shifting to other strategies than those under investigation. In addition, their performance is tightly coupled to the control interface, which in the development phase may support some concepts and supporting strategies better than others. A simple shift in strategy by one controller can change the character of a particular traffic scenario dramatically, which makes experimental comparison of ATC performance under different traffic scenarios difficult. Training a given team of controllers on operations under a new ATM concept for a sufficient period of time could avert such difficulties, but instituting an adequate training program is expensive and logistically difficult.

Callantine, Todd J.↗
NASA NTRS2011

The Effects of Propellant Slosh Dynamics on the Solar Dynamics Observatory

The Solar Dynamics Observatory (SDO) mission, which is part of the Living With a Star program, was successfully launched and deployed from its Atlas V launch vehicle on February 11, 2010. SDO is an Explorer-class mission now operating in a geosynchronous orbit (GEO). The basic mission is to observe the Sun for a very high percentage of the 5-year mission (10-year goal) with long stretches of uninterrupted observations and with constant, high-data-rate transmission to a dedicated ground station located in White Sands, New Mexico. A significant portion of SDO's launch mass was propellant, contained in two large tanks. To ensure performance with this level of propellant, a slosh analysis was performed. This paper provides an overview of the SDO slosh analysis, the on-orbit experience, and the lessons learned. SDO is a three-axis controlled, single fault tolerant spacecraft. The attitude sensor complement includes sixteen coarse Sun sensors, a digital Sun sensor, three two-axis inertial reference units, two star trackers, and four guide telescopes. Attitude actuation is performed either using four reaction wheels or eight thrusters, depending on the control mode, along with single main engine which nominally provides velocity-change thrust. The attitude control software has five nominal control modes: three wheel-based modes and two thruster-based modes. A wheel-based Safehold running in the Attitude Control Electronics (ACE) box improves the robustness of the system as a whole. All six modes are designed on the same basic proportional-integral-derivative attitude error structure, with more robust modes setting their integral gains to zero. To achieve and maintain a geosynchronous orbit for a 2974-kilogram spacecraft in a cost effective manner, the SDO team designed a high-efficiency propulsive system. This bi-propellant design includes a 100-pound-force main engine and eight 5-pound-force attitude control thrusters. The main engine provides high specific impulse for the maneuvers to attain GEO, while the smaller Attitude Control System (ACS) thrusters manage the disturbance torques of the larger main engine and provide the capability for much smaller orbit adjustment burns. SDO's large solar profile produces a large solar torque disturbance and momentum buildup. This buildup drives the frequency of momentum unloads via ACS thrusters. SDO requires 1409 kilograms (which is approximately half the launch mass) of propellant to achieve and maintain the GEO orbit while performing the momentum unloads for 10 years.

Mason, Paul↗
NASA NTRS2002

Motion of Drops on Surfaces with Wettability Gradients

A liquid drop present on a solid surface can move because of a gradient in wettability along the surface, as manifested by a gradient in the contact angle. The contact angle at a given point on the contact line between a solid and a liquid in a gaseous medium is the angle between the tangent planes to the liquid and the solid surfaces at that point and is measured within the liquid side, by convention. The motion of the drop occurs in the direction of increasing wettability. The cause of the motion is the net force exerted on the drop by the solid surface because of the variation of the contact angle around the periphery. This force causes acceleration of an initially stationary drop, and leads to its motion in the direction of decreasing contact angle. The nature of the motion is determined by the balance between the motivating force and the resisting hydrodynamic force from the solid surface and the surrounding gaseous medium. A wettability gradient can be chemically induced as shown by Chaudhury and Whitesides who provided unambiguous experimental evidence that drops can move in such gradients. The phenomenon can be important in heat transfer applications in low gravity, such as when condensation occurs on a surface. Daniel et al have demonstrated that the velocity of a drop on a surface due to a wettability gradient in the presence of condensation can be more than two orders of magnitude larger than that observed in the absence of condensation. In the present research program, we have begun to study the motion of a drop in a wettability gradient systematically using a model system. Our initial efforts will be restricted to a system in which no condensation occurs. The experiments are performed as follows. First, a rectangular strip of approximate dimensions 10 x 20 mm is cut out of a silicon wafer. The strip is cleaned thoroughly and its surface is exposed to the vapor from an alkylchlorosilane for a period lasting between one and two minutes inside a desiccator. This is done using an approximate line source of the vapor in the form of a string soaked in the alkylchlorosilane. Ordinarily, many fluids, including water, wet the surface of silicon quite well. This means that the contact angle is small. But the silanized surface resists wetting, with contact angles that are as large as 100 degs. Therefore, a gradient of wettability is formed on the silicon surface. The region near the string is highly hydrophobic, and the contact angle decreases gradually toward a small value at the hydrophilic end away from this region. The change in wettability occurs over a distance of several mm. The strip is placed on a platform within a Plexiglas cell. Drops of a suitable liquid are introduced on top of the strip near the hydrophobic end. An optical system attached to a video camera is trained on the drop so that images of the moving drop can be captured on videotape for subsequent analysis. We have performed preliminary experiments with water as well as ethylene glycol drops. Results from these experiments will be presented in the poster. Future plans include the refinement of the experimental system so as to permit images to be recorded from the side as well as the top, and the conduct of a systematic study in which the drop size is varied over a good range. Experiments will be conducted with different fluids so as to obtain the largest possible range of suitably defined Reynolds and Capillary numbers. Also, an effort will be initiated on theoretical modeling of this motion. The challenges in the development of the theoretical description lie in the proper analysis of the region in the vicinity of the contact line, as well as in the free boundary nature of the problem. It is known that continuum models assuming the no slip condition all the way to the contact line fail by predicting that the stress on the solid surface becomes singular as the contact line is approached. One approach for dealing with this issue has been to relax the no-slip boundary condition using the Navier model. Molecular dynamics simulations of the contact line region show that for a non-polar liquid on a solid surface, the no-slip boundary condition is in fact incorrect near the contact line. Furthermore, the same simulations also show that the usual relationship between stress and the rate of deformation breaks down in the vicinity of the contact line. In developing continuum theoretical models of the system, we shall accommodate this knowledge to the extent possible.

Subramanian, R. Shankar↗
NASA NTRS1999

Circadian and sleep-dependent regulation of hormone release in humans

Daily oscillations characterize the release of nearly every hormone. The circadian pacemaker, located in the suprachiasmatic nucleus of the hypothalamus, generates circadian, approximately 24-hour rhythms in many physiologic functions. However, the observed hormonal oscillations do not simply reflect the output of this internal clock. Instead, daily hormonal profiles are the product of a complex interaction between the output of the circadian pacemaker, periodic changes in behavior, light exposure, neuroendocrine feedback mechanisms, gender, age, and the timing of sleep and wakefulness. The interaction of these factors can affect hormonal secretory pulse frequency and amplitude, with each endocrine system differentially affected by these factors. This chapter examines recent advances in understanding the effects on endocrine rhythms of a number of these factors. Sleep exerts a profound effect on endocrine secretion. Sleep is a dynamic process that is characterized by periodic changes in electrophysiologic activity. These electrophysiologic changes, which are used to mark the state and depth of sleep, are associated with periodic, short-term variations in hormonal levels. The secretion of hormones such as renin and human growth hormone are strongly influenced by sleep or wake state, while melatonin and cortisol levels are relatively unaffected by sleep or wake state. In addition, sleep is associated with changes in posture, behavior, and light exposure, each of which is known to affect endocrine secretion. Furthermore, the tight concordance of habitual sleep and wake times with certain circadian phases has made it difficult to distinguish sleep and circadian effects on these hormones. Specific protocols, designed to extract circadian and sleep information semi-independently, have been developed and have yielded important insights into the effects of these regulatory processes. These results may help to account for changes in endocrine rhythms observed in circadian rhythm sleep disorders, including the dyssomnia of shift work and visual impairment. Yet to be fully investigated are the interactions of these factors with age and gender. Characterization of the factors governing hormone secretion is critical to understanding the temporal regulation of endocrine systems and presents many exciting areas for future research.

Non-NASA Center↗
NASA NTRS2013

Hypersonic Inflatable Aerodynamic Decelerator (HIAD) Technology Development Overview

The successful flight of the Inflatable Reentry Vehicle Experiment (IRVE)-3 has further demonstrated the potential value of Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology. This technology development effort is funded by NASA's Space Technology Mission Directorate (STMD) Game Changing Development Program (GCDP). This paper provides an overview of a multi-year HIAD technology development effort, detailing the projects completed to date and the additional testing planned for the future. The effort was divided into three areas: Flexible Systems Development (FSD), Mission Advanced Entry Concepts (AEC), and Flight Validation. FSD consists of a Flexible Thermal Protection Systems (FTPS) element, which is investigating high temperature materials, coatings, and additives for use in the bladder, insulator, and heat shield layers; and an Inflatable Structures (IS) element which includes manufacture and testing (laboratory and wind tunnel) of inflatable structures and their associated structural elements. AEC consists of the Mission Applications element developing concepts (including payload interfaces) for missions at multiple destinations for the purpose of demonstrating the benefits and need for the HIAD technology as well as the Next Generation Subsystems element. Ground test development has been pursued in parallel with the Flight Validation IRVE-3 flight test. A larger scale (6m diameter) HIAD inflatable structure was constructed and aerodynamically tested in the National Full-scale Aerodynamics Complex (NFAC) 40ft by 80ft test section along with a duplicate of the IRVE-3 3m article. Both the 6m and 3m articles were tested with instrumented aerodynamic covers which incorporated an array of pressure taps to capture surface pressure distribution to validate Computational Fluid Dynamics (CFD) model predictions of surface pressure distribution. The 3m article also had a duplicate IRVE-3 Thermal Protection System (TPS) to test in addition to testing with the Aerocover configuration. Both the Aerocovers and the TPS were populated with high contrast targets so that photogrammetric solutions of the loaded surface could be created. These solutions both refined the aerodynamic shape for CFD modeling and provided a deformed shape to validate structural Finite Element Analysis (FEA) models. Extensive aerothermal testing has been performed on the TPS candidates. This testing has been conducted in several facilities across the country. The majority of the testing has been conducted in the Boeing Large Core Arc Tunnel (LCAT). HIAD is continuing to mature testing methodology in this facility and is developing new test sample fixtures and control methodologies to improve understanding and quality of the environments to which the samples are subjected. Additional testing has been and continues to be performed in the NASA LaRC 8ft High Temperature Tunnel, where samples up to 2ft by 2ft are being tested over representative underlying structures incorporating construction features such as sewn seams and through-thickness quilting. With the successful completion to the IRVE-3 flight demonstration, mission planning efforts are ramping up on the development of the HIAD Earth Atmospheric Reenty Test (HEART) which will demonstrate a relevant scale vehicle in relevant environments via a large-scale aeroshell (approximately 8.5m) entering at orbital velocity (approximately 7km/sec) with an entry mass on the order of 4MT. Also, the Build to Print (BTP) hardware built as a risk mitigation for the IRVE-3 project to have a "spare" ready to go in the event of a launch vehicle delivery failure is now available for an additional sub-orbital flight experiment. Mission planning is underway to define a mission that can utilize this existing hardware and help the HIAD project further mature this technology.

Hughes, Stephen J.↗
NASA NTRS1992

Control-structure-thermal interactions in analysis of lunar telescopes

The lunar telescope project was an excellent model for the CSTI study because a telescope is a very sensitive instrument, and thermal expansion or mechanical vibration of the mirror assemblies will rapidly degrade the resolution of the device. Consequently, the interactions are strongly coupled. The lunar surface experiences very large temperature variations that range from approximately -180 C to over 100 C. Although the optical assemblies of the telescopes will be well insulated, the temperature of the mirrors will inevitably fluctuate in a similar cycle, but of much smaller magnitude. In order to obtain images of high quality and clarity, allowable thermal deformations of any point on a mirror must be less than 1 micron. Initial estimates indicate that this corresponds to a temperature variation of much less than 1 deg through the thickness of the mirror. Therefore, a lunar telescope design will most probably include active thermal control, a means of controlling the shape of the mirrors, or a combination of both systems. Historically, the design of a complex vehicle was primarily a sequential process in which the basic structure was defined without concurrent detailed analyses or other subsystems. The basic configuration was then passed to the different teams responsible for each subsystem, and their task was to produce a workable solution without requiring major alterations to any principal components or subsystems. Consequently, the final design of the vehicle was not always the most efficient, owing to the fact that each subsystem design was partially constrained by the previous work. This procedure was necessary at the time because the analysis process was extremely time-consuming and had to be started over with each significant alteration of the vehicle. With recent advances in the power and capacity of small computers, and the parallel development of powerful software in structural, thermal, and control system analysis, it is now possible to produce very detailed analyses of intermediate designs in a much shorter period of time. The subsystems can thus be designed concurrently, and alterations in the overall design can be quickly adopted into each analysis; the design becomes an iterative process in which it is much easier to experiment with new ideas, configurations, and components. Concurrent engineering has the potential to produce efficient, highly capable designs because the effect of one subystem on another can be assessed in much more detail at a very early point in the program. The research program consisted of several tasks: scale a prototype telescope assembly to a 1 m aperture, develop a model of the telescope assembly by using finite element (FEM) codes that are available on site, determine structural deflections of the mirror surfaces due to the temperature variations, develop a prototype control system to maintain the proper shape of the optical elements, and most important of all, demonstrate the concurrent engineering approach with this example. In addition, the software used for the finite element models and thermal analysis was relatively new within the Program Development Office and had yet to be applied to systems this large or complex; understanding the software and modifying it for use with this project was also required. The I-DEAS software by Structural Dynamics Research Corporation (SDRC) was used to build the finite element models, and TMG developed by Maya Heat Transfer Technologies, Ltd. (which runs as an I-DEAS module) was used for the thermal model calculations. All control system development was accomplished with MATRIX(sub X) by Integrated Systems, Inc.

Thompson, Roger C.↗
NASA NTRS2011

Solar Dynamics Observatory Guidance, Navigation, and Control System Overview

The Solar Dynamics Observatory (SDO) was designed and built at the Goddard Space Flight Center, launched from Cape Canaveral on February 11, 2010, and reached its final geosynchronous science orbit on March 16, 2010. The purpose of SDO is to observe the Sun and continuously relay data to a dedicated ground station. SDO remains Sun-pointing throughout most of its mission for the instruments to take measurements of the Sun. The SDO attitude control system (ACS) is a single-fault tolerant design. Its fully redundant attitude sensor complement includes sixteen coarse Sun sensors (CSSs), a digital Sun sensor (DSS), three two-axis inertial reference units (IRUs), and two star trackers (STs). The ACS also makes use of the four guide telescopes included as a part of one of the science instruments. Attitude actuation is performed using four reaction wheels assemblies (RWAs) and eight thrusters, with a single main engine used to provide velocity-change thrust for orbit raising. The attitude control software has five nominal control modes, three wheel-based modes and two thruster-based modes. A wheel-based Safehold running in the attitude control electronics box improves the robustness of the system as a whole. All six modes are designed on the same basic proportional-integral-derivative attitude error structure, with more robust modes setting their integral gains to zero. This paper details the final overall design of the SDO guidance, navigation, and control (GN&C) system and how it was used in practice during SDO launch, commissioning, and nominal operations. This overview will include the ACS control modes, attitude determination and sensor calibration, the high gain antenna (HGA) calibration, and jitter mitigation operation. The Solar Dynamics Observatory mission is part of the NASA Living With a Star program, which seeks to understand the changing Sun and its effects on the Solar System, life, and society. To this end, the SDO spacecraft carries three Sun-observing instruments: Helioseismic and Magnetic Imager (HMI), led by Stanford University; Atmospheric Imaging Assembly (AIA), led by Lockheed Martin Space and Astrophysics Laboratory; and Extreme Ultraviolet Variability Experiment (EVE), led by the University of Colorado. The basic mission is to observe the Sun for a very high percentage of the 5-year mission (10-year goal) with long stretches of uninterrupted observations and with constant, high-data-rate transmission to a dedicated ground station to be located in White Sands, New Mexico. These goals guided the design of the spacecraft bus that will carry and service the three-instrument payload. Overarching design goals for the bus are geosynchronous orbit, near-constant Sun observations with the ability to fly through eclipses, and constant HGA contact with the dedicated ground station. A three-axis stabilized ACS is needed both to point at the Sun accurately and to keep the roll about the Sun vector correctly positioned with respect to the solar north pole. This roll control is especially important for the magnetic field imaging of HM I. The mission requirements have several general impacts on the ACS design. Both the AIA and HMI instruments are very sensitive to the blurring caused by jitter. Each has an image stabilization system (ISS) with some ability to filter out high frequency motion, but below the bandwidth of the ISS the control system must compensate for disturbances within the ACS bandwidth or avoid exciting jitter at higher frequencies. Within the ACS bandwidth, the control requirement imposed by AIA is to place the center of the solar disk no more than 2 arc sec, 3 , from a body-defined target based on one of the GTs that accompany the instrument. This body-defined target, called the science reference boresight (SRB), was determined from the postlaunch orientation of the GTs by averaging the bounding telescope boresights for pitch to get a pitch SRB coordinate, and by averaging the bounding boresights for yaw toet the yaw SRB coordinate. The location of this SRB in the 0.5-deg field-of-view for each GT then becomes the central target for each telescope; one GT is selected for use as the ACS controlling guide telescope (CGT) at any given time. Fine Sun-pointing is effected based on this SRB for all three instruments when the Sun is within the linear range of the CGT. In addition to limiting jitter, HMI science requires averaging several observations, making the instrument sensitive to low frequency motion that induces differential motion between each observation. This requires the spacecraft attitude to be stable about the roll axis to approximately 10 arcsec over a ten-minute period. Instrument calibrations require that the spacecraft point the SRB up to 2.5 degrees in pitch and yaw away from the center of the Sun, placing the Sun outside the field-of-view of the guide telescopes. In such instances, when the GTs cannot provide the definitive target for the ACS, on-board attitude determination combined with ephemeris prediction of the Sun direction must provide the definitive target. EVE is capable of observing the Sun with less dependence on attitude control. However, the ground data processing needs for calibrations result in the most strict attitude knowledge requirements for the mission: [35,70,70] arcsec, 3 , of knowledge with respect to the center of the solar disk. In addition to driving the ACS sensor selection, the knowledge requirements, which have their effect primarily during Inertial mode calibrations, drive the accuracy requirements for the solar ephemeris. The need to achieve and maintain geosynchronous orbit (GEO) drove the need for high-efficiency propulsive systems and appropriate attitude control. The main engine provided high specific impulse for the maneuvers to attain GEO, while the smaller ACS thrusters managed the disturbance torques of the larger engine and provided the capability for much smaller adjustment burns on orbit. SDO s large solar profile means that solar radiation pressure is a large torque disturbance, and the momentum buildup from this disturbance and the GEO altitude drives the ACS to use thrusters to manage vehicle momentum. The demanding data capture budget for the mission, however, requires SDO to avoid frequent thruster maneuvers, while concerns about on-orbit jitter restrict the maximum desired wheel speeds desired from the RWAs. The plan for on-orbit wheel speed and momentum management will be discussed as well as what is now being done in operation after the jitter environment was characterized. The SDO ACS hardware complement is single-fault tolerant. Two main processors carry virtually identical copies of the command and data handling and ACS software, and two identical attitude control electronics (ACE) boxes carry Coldfire processors with contingency ACS software and other hardware interface cards; the ACE structure allows reaction wheels to be commanded by the Sun-pointing Safehold independent of the Mil Std 1553 data bus. The sixteen Adcole CSSs are grouped into primary and backup sets of eight sensors, each set providing the ability to calculate a sun vector. Each set of eight eyes provides full 4 -steradian coverage. The Adcole DSS comprises an optics head and a separate electronics box providing a 1553 data interface. The electronics box is mounted inside the Faraday cage created by the spacecraft bus module. The DSS head with its 32- deg square FOV is mounted on the instrument module with its boresight along the spacecraft X axis, nearly aligned with the Sun during observations. Adcole has designed the DSS calibration parameters so that the accuracy is 0.24 arcminutes within 10 deg of the boresight, and diminishes to 3 arcminutes as the Sun moves towards the edges of its FOV . This DSS calibration scheme provides higher accuracy attitude determination over the range of the instrument calibration maneuvers.

Morgenstern, Wendy M.↗
NASA NTRS2008

Relating a Spectral Index from MODIS and Tower-based Measurements to Ecosystem Light Use Efficiency for a Fluxnet-Canada Coniferous Forest

As part of the North American Carbon Program effort to quantify the terrestrial carbon budget of North America, we have been examining the possibility of retrieving ecosystem light use efficiency (LUE, the carbon sequestered per unit photosynthetically active radiation) directly from satellite observations. Our novel approach has been to compare LUE derived from tower fluxes with LUE estimated using spectral indices computed from MODIS satellite observations over forests in the Fluxnet-Canada Research Network, using the MODIS narrow ocean bands acquired over land. We matched carbon flux data collected around the time of the MODIS mid-day overpass for over one hundred relatively clear days in five years (2001-2006) from a mature Douglas fir forest in British Columbia. We also examined hyperspectral reflectance data collected diurnally from the tower in conjunction with the eddy correlation fluxes and meteorological measurements made throughout the 2006 growing season at this site. The tower-based flux data provided an opportunity to examine diurnal and seasonal LUE processes and their relationship to spectral indices at the scale of the forest stand. We evaluated LUE in conjunction with the Photochemical Reflectance Index (PRI), a normalized difference spectral index that uses 531 nm and a reference band to capture responses to high light induced stress afforded by the xanthophyll cycle. Canopy structure information, retrieved from airborne laser scanning radar (LiDAR) observations, was used to partition the forest canopy into sunlit and shaded fractions throughout the day, on numerous days during 2006. At each observation period throughout a day, the PRI was examined for the sunlit, shaded, and intermediate canopy segments defined by their instantaneous position relative to the solar principal plane (SPP). The sunlit sector was associated with the illumination "hotspot" (the reflectance backscatter maximum), the shaded sector with the "cold or dark spot" (the reflectance forward scatter minimum), while the intermediate, mixed sunlit/shade sector was located in the cross-plane to the SPP. The PRI indices clearly captured the differences in leaf groups, with sunlit foliage exhibiting the lowest values on sunny days throughout the 2006 season. When tower-based canopy-level LUE was recalculated to estimate foliage-based values (LUE(sub foilage) for the three foliage groups under their incident light environments, a strong linear relationship for PRI:LUE(sub foilage) was demonstrated (0.6 less than or equal to r(sup 2) less than or equal to 0.8, n=822, P<0.0001). The MODIS data represent relatively large areas when acquired at nadir (approx.1 sq km) or at variable off-nadir view angles (greater than or equal to 1 sq km) looking forward or aft. Nevertheless, a similar relationship between MODIS PRI and tower-based LUE was obtained from satellite observations (r(sup 2) = 0.76, n=105, P= 0.026) when the azimuth offsets from the SPP for off-nadir observations were considered. At this relatively high latitude of 50 degrees, the MODIS directional observations were offset from the SPP by approximately 50 degrees, but still represented backscatter or forward scatter sectors of the bidirectional reflectance distribution function (BRDF). The backscatter observations sampled the sunlit forest and provided lower PRI values, in general, than the forward scatter observations from the shaded forest. Since the hotspot and darkspot were not typically directly observed, the dynamic range for MODIS PRI was less than that observed in the SPP at the canopy level; therefore, MODIS PRI values were more similar to those observed in sifu in the BRDF cross-plane. While not ideal in terms of spatial resolution or optimal viewing configuration, the MODIS observations nevertheless provide a means to monitor forest under stress using narrow spectral band indices and off-nadir observations. This research has stimulated several spin-off studies for remote sensinf LUE, and demonstrates the importance of the connection between ecosystem structure and physiological function.

Middleton, Elizabeth M.↗
NASA NTRS1995

Lead-Lag Control for Helicopter Vibration and Noise Reduction

As a helicopter transitions from hover to forward flight, the main rotor blades experience an asymmetry in flow field around the azimuth, with the blade section tangential velocities increasing on the advancing side and decreasing on the retreating side. To compensate for the reduced dynamic pressure on the retreating side, the blade pitch angles over this part of the rotor disk are increased. Eventually, a high enough forward speed is attained to produce compressibility effects on the advancing side of the rotor disk and stall on the retreating side. The onset of these two phenomena drastically increases the rotor vibratory loads and power requirements, thereby effectively establishing a limit on the maximum achievable forward speed. The alleviation of compressibility and stall (and the associated decrease in vibratory loads and power) would potentially result in an increased maximum forward speed. In the past, several methods have been examined and implemented to reduce the vibratory hub loads. Some of these methods are aimed specifically at alleviating vibration at very high flight speeds and increasing the maximum flight speed, while others focus on vibration reduction within the conventional flight envelope. Among the later are several types passive as well as active schemes. Passive schemes include a variety of vibration absorbers such as mechanical springs, pendulums, and bifilar absorbers. These mechanism are easy to design and maintain, but incur significant weight and drag penalties. Among the popular active control schemes in consideration are Higher Harmonic Control (HHC) and Individual Blade Control (IBC). HHC uses a conventional swash plate to generate a multi-cyclic pitch input to the blade. This requires actuators capable of sufficiently high power and bandwidth, increasing the cost and weight of the aircraft. IBC places actuators in the rotating reference frame, requiring the use of slip rings capable of transferring enough power to the actuators. Both schemes cause an increase in pitch link loads. Trailing Edge Flap (TEF) deployment can also used to generate unsteady aerodynamic forces and moments that counter the original vibratory loads, and thereby reduce rotor vibrations. While the vibrations absorbers, HHC, IBC, and TEF concepts discussed above attempt to reduce the vibratory loads, they do not specifically address the phenomena causing the vibrations at high advance ratios. One passive method that attempts to directly alleviate compressibility and stall, instead of reducing the ensuing vibrations, is the use of advanced tip designs. Taper, sweep, anhedral, and the manipulation of other geometric properties of the blade tips can reduce the severity of stall and compressibility effects , as well as reduce rotor power. A completely different approach to solve these problems is the tiltrotor configuration. As the forward velocity of the aircraft increases, the rotors, in this case, are tilted forward until they are perpendicular to the flow and act as propellers. This eliminates the edgewise flow encountered by conventional rotors and circumvents all the problems associated with flow asymmetry. However, the success involves a tremendous increase in cost and complexity of the aircraft. Another possible approach that has been proposed for the alleviation of vibratory loads at high forward flight speeds involves the use of controlled lead-lag motions to reduce the asymmetry in flow. A correctly phased 1/rev controlled lag motion could be introduced such that it produces a backward velocity on the advancing side and a forward velocity on the retreating side, to delay compressibility effects and stall to a higher advance ratio. Using a large enough lead-lag amplitude, the tip velocities could be reduced to levels encountered in hover. This concept was examined by two groups in the 1950's and early 1960's. In the United States, the Research Labs Division of United Aircraft developed a large lead-lag motion rotor, meant to achieve lag motion amplitudes up to 45 degrees. In order to reduce the required actuation force, the blade hinges were moved to 40% of the blade radius to increase the rotating lag frequency to approximately 1/rev. The blade hinges were redesigned to produce a flap-lag coupling so the large flapwise aerodynamic loads could be exploited to actuate the blades in the lag direction. A wind tunnel test of this rotor concept revealed actuation and blade motion scheduling problems. The project was eventually discontinued due to these problems and high blade stresses. Around the same time, at Boelkow in Germany, a similar lead-lag rotor program was conducted under the leadership of Hans Derschmidt. Here, too, the blade hinges were moved outboard to 34% radius to reduce the actuation loads. The main difference between this and the United Aircraft program was the use of a mechanical actuation scheme with maximum lead-lag motions of 400. This program was also discontinued for unclear reasons. The present study is directed toward conducting a comprehensive analytical examination to evaluate the effectiveness of controlled lead-lag motions in reducing vibratory hub loads and increasing maximum flight speed. Since both previous studies on this subject were purely experimental, only a limited data set and physical understanding of the problem was obtained. With the currently available analytical models and computational resources, the present effort is geared toward developing an in-depth physical understanding of the precise underlying mechanisms by which vibration reduction may be achieved. Additionally, in recognition of the fact that large amplitude lead-lag motions would - (i) be difficult to implement, and (ii) produce very large blade stresses; the present study examines the potential of only moderate-to-small lead-lag motions for reduction of vibratory hub loads. Using such an approach, the emphasis is not on eliminating the periodic variations in tangential velocity at the blade tip, but at best reducing these variations slightly so that compressibility and stall are delayed to slightly higher advance ratios. This study was conducted in two steps. In the first step, a hingeless helicopter rotor was modeled using rigid blades undergoing flap-lag-torsion rotations about spring restrained hinges and bearings. This model was then modified by separating the lead-lag degree of freedom into two components, a free and a prescribed motion. Using this model, a parametric study of the effect of phase and amplitude of a prescribed lead-lag motion on hub vibration was conducted. The data gathered was analyzed to obtain an understanding of the basic physics of the problem and show the capability of this method to reduce vibration and expand the flight envelope. In the second half of the study, the similar analysis was conducted using an elastic blade model to confirm the effects predicted by the simpler model.

Gandhi, Farhan↗