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All sourcesNASA NTRSDOE OSTI
NASA NTRS2015

Phase-Based Adaptive Estimation of Magnitude-Squared Coherence Between Turbofan Internal Sensors and Far-Field Microphone Signals

A cross-power spectrum phase based adaptive technique is discussed which iteratively determines the time delay between two digitized signals that are coherent. The adaptive delay algorithm belongs to a class of algorithms that identifies a minimum of a pattern matching function. The algorithm uses a gradient technique to find the value of the adaptive delay that minimizes a cost function based in part on the slope of a linear function that fits the measured cross power spectrum phase and in part on the standard error of the curve fit. This procedure is applied to data from a Honeywell TECH977 static-engine test. Data was obtained using a combustor probe, two turbine exit probes, and far-field microphones. Signals from this instrumentation are used estimate the post-combustion residence time in the combustor. Comparison with previous studies of the post-combustion residence time validates this approach. In addition, the procedure removes the bias due to misalignment of signals in the calculation of coherence which is a first step in applying array processing methods to the magnitude squared coherence data. The procedure also provides an estimate of the cross-spectrum phase-offset.

Combustion↗
NASA NTRS2017

Novel Estimation of Pilot Performance Characteristics

Two mechanisms internal to the pilot that affect performance during a tracking task are: 1) Pilot equalization (i.e. lead/lag); and 2) Pilot gain (i.e. sensitivity to the error signal). For some applications McRuer's Crossover Model can be used to anticipate what equalization will be employed to control a vehicle's dynamics. McRuer also established approximate time delays associated with different types of equalization - the more cognitive processing that is required due to equalization difficulty, the larger the time delay. However, the Crossover Model does not predict what the pilot gain will be. A nonlinear pilot control technique, observed and coined by the authors as 'amplitude clipping', is shown to improve stability, performance, and reduce workload when employed with vehicle dynamics that require high lead compensation by the pilot. Combining linear and nonlinear methods a novel approach is used to measure the pilot control parameters when amplitude clipping is present, allowing precise measurement in real time of key pilot control parameters. Based on the results of an experiment which was designed to probe workload primary drivers, a method is developed that estimates pilot spare capacity from readily observable measures and is tested for generality using multi-axis flight data. This paper documents the initial steps to developing a novel, simple objective metric for assessing pilot workload and its variation over time across a wide variety of tasks. Additionally, it offers a tangible, easily implementable methodology for anticipating a pilot's operating parameters and workload, and an effective design tool. The model shows promise in being able to precisely predict the actual pilot settings and workload, and observed tolerance of pilot parameter variation over the course of operation. Finally, an approach is proposed for generating Cooper-Harper ratings based on the workload and parameter estimation methodology.

Human pilot models↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

CTOP↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

integrated demand management↗
NASA NTRSDate not supplied

Simulated Multipath Using Software Generated GPS Signals

Depending on the environment, multipath can be one of the largest error sources contributing to degradation in Global Navigation Satellite System (GNSS) (e.g., GPS) performance. Multipath is a phenomenon that occurs as radio signals reflect off of surfaces, such as buildings, producing multiple copies of the original signal. When this occurs with GPS signals, it results in one or more delayed signals arriving at the receiver with or without the on-time/direct GPS signal. The receiver measures the composite of these signals which, depending on the severity of the multipath, can substantially degrade the accuracy of the receiver's calculated position. Multipath is commonly experienced in cities due to tall buildings and its mitigation is an ongoing area of study. This research demonstrates a novel approach for simulating GPS multipath through the modification of an open-source tool, GPS-SDR-SIM. The resulting additional testing capability could allow for improved development of multipath mitigating technologies. Currently, open-source tools for simulating GPS signals are available and can be used in the testing and evaluation of GPS receiver equipment. These tools can generate GPS signals that, when used by a GPS receiver, result in computation of a position solution that was pre-determined at the time of signal generation. That is, the signals produced are properly formed for the pre-determined location and result in the receiver reporting that position. This allows for a GPS receiver under test to be exposed to various simulated locations and conditions without having to be physically subjected to them. Additionally, while these signals are generated by a software simulation, they can be processed by real or software defined GPS receivers. This work utilizes the GPS-SDR-SIM software tool for GPS signal generation and while this tool does implement some sources of error that are inherent to GPS, it cannot inject multipath. GPS-SDR-SIM was modified in this effort to produce additional copies of signals with pre-determined delays. These additional delayed signals mimic multipath and represent what happens to GPS signals in the real world as they reflect off of surfaces and arrive at a receiver in place of or alongside the direct GPS signal. A successful proof of concept was prototyped and demonstrated using this modified version of GPS-SDR-SIM to produce simulated GPS signals as well as additional simulated multipath signals. The generated data was processed using a software defined GPS receiver and it was found that the introduction of simulated multipath signals successfully produced the expected characteristics of a composite multipath signal. Further maturation of this work could allow for the development of a GPS receiver testing and evaluation framework and aid in the development of multipath mitigating technologies.

GPS↗
NASA NTRS1975

Experimental test of general relativity using time-delay data from Mariner 6 and Mariner 7

Range and Doppler data from Mariner 6 and Mariner 7 have been analyzed for purposes of measuring the effect of the sun's gravity field on S-band radio transmissions to the spacecraft. The prediction of general relativity, that the round-trip time delays between the station and the spacecraft will be increased by about 200 microsec near superior conjunction, has been verified with an uncertainty of 3 per cent or less. The dominant error source on the experiment is the stochastic nongravitational forces which act on the spacecraft and which limit the accuracy of the determination of the Mariner orbits. Effects of free coronal electrons on the round-trip propagation also make the measurement difficult, but the coronal contribution to the error is only about 1 per cent. Separate analyses of data from Mariner 6 and Mariner 7 yield two values near unity for the parameter gamma* which differ by about 0.3 per cent from each other. This and other considerations suggest that the error in the experiment is perhaps less than 3 per cent.

Anderson, J. D.↗
NASA NTRS1980

Parameter identification of linear discrete stochastic systems with time delays

An identification algorithm that uses the maximum likelihood technique to identify the unknown time delays, plant parameters, and noise covariances of linear discrete stochastic systems is presented. Cases of additive white noise and colored measurement noises are considered. The likelihood function is evaluated using either a minimum-variance (Kalman) filter or a minimal-order observer. The Kalman filter is used in the identification algorithm to provide minimum-variance estimates. The minimal-order observer is a lower-dimensional and computationally simpler filter, and is advantageous especially for systems with long delays. It provides a less optimal solution to the minimum-mean-square state estimation problem. The colored-noise observer algorithm has the disadvantage of having to compute an extra error covariance matrix of lower order.

Wong, E. C.↗
NASA NTRS1982

Investigation of continuously traversing microphone system for mode measurement

The continuously Traversing Microphone System consists of a data acquisition and processing method for obtaining the modal coefficients of the discrete, coherent acoustic field in a fan inlet duct. The system would be used in fan rigs or full scale engine installations where present measurement methods, because of the excessive number of microphones and long test times required, are not feasible. The purpose of the investigation reported here was to develop a method for defining modal structure by means of a continuously traversing microphone system and to perform an evaluation of the method, based upon analytical studies and computer simulated tests. A variety of system parameters were examined, and the effects of deviations from ideal were explored. Effects of traverse speed, digitizing rate, run time, roundoff error, calibration errors, and random noise background level were determined. For constant fan operating speed, the sensitivity of the method to normal errors and deviations was determined to be acceptable. Good recovery of mode coefficients was attainable. Fluctuating fan speed conditions received special attention, and it was concluded that by employing suitable time delay procedures, satisfactory information on mode coefficients can be obtained under realistic conditions. A plan for further development involving fan rig tests was prepared.

Cicon, D. E.↗
NASA NTRS1992

Present status and future prospects for ionospheric propagation corrections for precise time transfer using GPS

The ionosphere can be the greatest variable source of error in precise time transfer using Global Positioning System (GPS) satellites. For single frequency GPS users, the ionospheric correction algorithm can provide an approximate 50 percent r.m.s. correction to the time delay, but users who desire a more complete correction must make actual measurements of ionospheric time delay along the path to the GPS satellite. Fortunately, at least three commercial GPS receivers, specifically designed to measure and correct for ionospheric time delay, are now, or soon will be, available. Initial operation with two different types of GPS ionospheric receivers demonstrated a high degree of accuracy in measuring the ionospheric group delay. Results of these measurements are presented. For those who use a model to correct for ionospheric time delay, it is tempting to use daily values of solar 10.7 cm radio flux to correct a monthly average ionospheric time delay model for each day's operation. The results of correlation of daily maximum ionospheric time delay against solar radio flux values show a poor correlation will be obtained by this procedure. Prospects for improving ionospheric corrections during the declining phase of the present solar cycle are discussed.

Klobuchar, John A.↗
NASA NTRS1987

Measurement of human pilot dynamic characteristics in flight simulation

Fast Fourier Transform (FFT) and Least Square Error (LSE) estimation techniques were applied to the problem of identifying pilot-vehicle dynamic characteristics in flight simulation. A brief investigation of the effects of noise, input bandwidth and system delay upon the FFT and LSE techniques was undertaken using synthetic data. Data from a piloted simulation conducted at NASA Ames Research Center was then analyzed. The simulation was performed in the NASA Ames Research Center Variable Stability CH-47B helicopter operating in fixed-basis simulator mode. The piloting task consisted of maintaining the simulated vehicle over a moving hover pad whose motion was described by a random-appearing sum of sinusoids. The two test subjects used a head-down, color cathode ray tube (CRT) display for guidance and control information. Test configurations differed in the number of axes being controlled by the pilot (longitudinal only versus longitudinal and lateral), and in the presence or absence of an important display indicator called an 'acceleration ball'. A number of different pilot-vehicle transfer functions were measured, and where appropriate, qualitatively compared with theoretical pilot- vehicle models. Some indirect evidence suggesting pursuit behavior on the part of the test subjects is discussed.

Reedy, James T.↗
NASA NTRS2005

Performance Analysis on Fault Tolerant Control System

In a fault tolerant control (FTC) system, a parameter varying FTC law is reconfigured based on fault parameters estimated by fault detection and isolation (FDI) modules. FDI modules require some time to detect fault occurrences in aero-vehicle dynamics. In this paper, an FTC analysis framework is provided to calculate the upper bound of an induced-L(sub 2) norm of an FTC system with existence of false identification and detection time delay. The upper bound is written as a function of a fault detection time and exponential decay rates and has been used to determine which FTC law produces less performance degradation (tracking error) due to false identification. The analysis framework is applied for an FTC system of a HiMAT (Highly Maneuverable Aircraft Technology) vehicle. Index Terms fault tolerant control system, linear parameter varying system, HiMAT vehicle.

Shin, Jong-Yeob↗
NASA NTRS2021

The Use of Astronomy VLBA Campaign MOJAVE for Geodesy

We investigated the suitability of the astronomical 15 GHz VLBA observing program MOJAVE-5 for estimation of geodetic parameters, such as station coordinates and Earth orientation parameters. We processed contemporary geodetic dual-band RV and CN experiments observed at 2.3 GHz and 8.6 GHz starting on September 2016 through July 2020 as reference dataset. We showed that the baseline length repeatability from MOJAVE-5 experiments is only a factor of 1.5 greater than from the dedicated geodetic dataset and still below 1 ppb. The wrms of the difference of estimated EOP with respect to the reference IERS C04 time series are a factor of 1.3 to 1.8 worse. We isolated three major differences between the datasets in terms their possible impact on the geodetic results, i.e. the scheduling approach, treatment of the ionospheric delay, and selection of target radio sources. We showed that the major factor causing discrepancies in the estimated geodetic parameters is the different scheduling approach of the datasets. We conclude that systematic errors in MOJAVE-5 dataset are low enough for these data to be used as an excellent testbed for further investigations on the radio source structure effects in geodesy and astrometry.

Hana Krasna↗
NASA NTRS1991

Airborne Four-Dimensional Flight Management in a Time-based Air Traffic Control Environment

Advanced Air Traffic Control (ATC) systems are being developed which contain time-based (4D) trajectory predictions of aircraft. Airborne flight management systems (FMS) exist or are being developed with similar 4D trajectory generation capabilities. Differences between the ATC generated profiles and those generated by the airborne 4D FMS may introduce system problems. A simulation experiment was conducted to explore integration of a 4D equipped aircraft into a 4D ATC system. The NASA Langley Transport Systems Research Vehicle cockpit simulator was linked in real time to the NASA Ames Descent Advisor ATC simulation for this effort. Candidate procedures for handling 4D equipped aircraft were devised and traffic scenarios established which required time delays absorbed through speed control alone or in combination with path stretching. Dissimilarities in 4D speed strategies between airborne and ATC generated trajectories were tested in these scenarios. The 4D procedures and FMS operation were well received by airline pilot test subjects, who achieved an arrival accuracy at the metering fix of 2.9 seconds standard deviation time error. The amount and nature of the information transmitted during a time clearance were found to be somewhat of a problem using the voice radio communication channel. Dissimilarities between airborne and ATC-generated speed strategies were found to be a problem when the traffic remained on established routes. It was more efficient for 4D equipped aircraft to fly trajectories with similar, though less fuel efficient, speeds which conform to the ATC strategy. Heavy traffic conditions, where time delays forced off-route path stretching, were found to produce a potential operational benefit of the airborne 4D FMS.

Williams, David H.↗
NASA NTRS1996

Atmospheric Calibration for Cassini Radio Science

The signals from the Cassini spacecraft that will be affected by delay fluctuations in the Earth's atmosphere. These fluctuations are dominated by water vapor in the troposphere, and in the case of Gravitaional Wave Experiment (GWE), they are likely to be a limiting error source. A passive remote sensing system, centered around a water vapor radiometer (WVR), has been developed to provide calibrations of water vapor fluctuations during radio science experiments.

Cassini Cassini radio GWE gravity wave experiment ↗
NASA NTRS2010

A Near-Term Concept for Trajectory Based Operations with Air/Ground Data Link Communication

An operating concept and required system components for trajectory-based operations with air/ground data link for today's en route and transition airspace is proposed. Controllers are fully responsible for separation as they are today, and no new aircraft equipage is required. Trajectory automation computes integrated solutions to problems like metering, weather avoidance, traffic conflicts and the desire to find and fly more time/fuel efficient flight trajectories. A common ground-based system supports all levels of aircraft equipage and performance including those equipped and not equipped for data link. User interface functions for the radar controller's display make trajectory-based clearance advisories easy to visualize, modify if necessary, and implement. Laboratory simulations (without human operators) were conducted to test integrated operation of selected system components with uncertainty modeling. Results are based on 102 hours of Fort Worth Center traffic recordings involving over 37,000 individual flights. The presence of uncertainty had a marginal effect (5%) on minimum-delay conflict resolution performance, and windfavorable routes had no effect on detection and resolution metrics. Flight plan amendments and clearances were substantially reduced compared to today s operations. Top-of-descent prediction errors are the largest cause of failure indicating that better descent predictions are needed to reliably achieve fuel-efficient descent profiles in medium to heavy traffic. Improved conflict detections for climbing flights could enable substantially more continuous climbs to cruise altitude. Unlike today s Conflict Alert, tactical automation must alert when an altitude amendment is entered, but before the aircraft starts the maneuver. In every other failure case tactical automation prevented losses of separation. A real-time prototype trajectory trajectory-automation system is running now and could be made ready for operational testing at an en route Center in 1-2 years.

McNally, David↗
NASA NTRS1982

Care 3 phase 2 report, maintenance manual

CARE 3 (Computer-Aided Reliability Estimation, version three) is a computer program designed to help estimate the reliability of complex, redundant systems. Although the program can model a wide variety of redundant structures, it was developed specifically for fault-tolerant avionics systems--systems distinguished by the need for extremely reliable performance since a system failure could well result in the loss of human life. It substantially generalizes the class of redundant configurations that could be accommodated, and includes a coverage model to determine the various coverage probabilities as a function of the applicable fault recovery mechanisms (detection delay, diagnostic scheduling interval, isolation and recovery delay, etc.). CARE 3 further generalizes the class of system structures that can be modeled and greatly expands the coverage model to take into account such effects as intermittent and transient faults, latent faults, error propagation, etc.

Bryant, L. A.↗
NASA NTRS1994

A real-time prediction of UTC

The reference time scale for all scientific and technologic applications on the Earth, the Universal Coordinated Time (UTC), must be as stable, reliable, and accurate as possible. With this in view the BIPM and before it the BIH, have always calculated and then disseminated UTC with a delay of about 80 days. There are three fundamental reasons for doing this: (1) It takes some weeks for data, gathered from some 200 clocks spread world-wide, to be collected and for errors to be eliminated; (2) changes in clock rates can only be measured with high precision well after the fact; and (3) the measurement noise originating in time links, in particular using Loran-C, is smoothed out only when averaging over an extended period. Until mid-1992, the ultimate stability of UTC was reached at averaging times of about 100 days and corresponded to an Allan deviation sigma(sub y)(tau) of about 1,5x10(exp -14) then compared to the best primary clock in the world, the PTB CS2. For several years now, a predicted UTC has been computed by the USNO through an extrapolation of the values as published in deferred time by the BIPM. This is made available through the USNO Series 4, through the USNO Automated Data Service, and through GPS signals. Due to the instability of UTC, the poor predictability of the available clocks, and the intentional SA degradation of GPS signals, the real-time access to this extrapolated UTC has represented the true deferred-time UTC only to within several hundreds of nanoseconds.

Thomas, Claudine↗
NASA NTRS2019

Statistical Study on Multispacecraft Widespread Solar Energetic Particle Events During Solar Cycle 24

We conduct a statistical study on the large three-spacecraft widespread solar energetic particle (SEP) events. Longitudinal distributions of the peak intensities, onset delays, and relation between the SEP intensity, coronal mass ejection (CME) shock speed, width, and the kinetic energy of the CME have been investigated. We apply a Gaussian fit to obtain the SEP intensity Io and distribution width and a forward-modeling fit to determine the true shock speed and true CME width. We found a good correction between and connection angel to the flare site and Io and the kinetic energy of the CME. By including the true chock speed and true CME widths, we reduce root-mean-square errors on the predicted SEP intensity by ~41% for protons compared to Richards et al.'s (2014, https://doi.org/10.1007/s11207-014-0524-8) prediction. The improved correction between the CME kinetic energy and SEP intensity provides strong evidence for the CME-shock acceleration theory of SEPs. In addition, we found that electron and proton release time delays (DTs) relative to Type II radio bursts increase with connection angles. The average electron (proton) DT is ~14 (32) min for strongly anisotropic events and ~2.5 (4.4) hr for weakly anisotropic events. Poor magnetic connectivity and large scattering effects are two main reasons to cause large delays.

Xie, H.↗