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At least 451 records · Page 25

All sources NASA NTRS DOE OSTI

NASA NTRS1986

Flight control system development and flight test experience with the F-111 mission adaptive wing aircraft

The wing on the NASA F-111 transonic aircraft technology airplane was modified to provide flexible leading and trailing edge flaps. This wing is known as the mission adaptive wing (MAW) because aerodynamic efficiency can be maintained at all speeds. Unlike a conventional wing, the MAW has no spoilers, external flap hinges, or fairings to break the smooth contour. The leading edge flaps and three-segment trailing edge flaps are controlled by a redundant fly-by-wire control system that features a dual digital primary system architecture providing roll and symmetric commands to the MAW control surfaces. A segregated analog backup system is provided in the event of a primary system failure. This paper discusses the design, development, testing, qualification, and flight test experience of the MAW primary and backup flight control systems.

Larson, R. R.↗

NASA NTRS1986

Flight control system development and flight test experience with the F-111 mission adaptive wing aircraft

Larson, R. R.↗

NASA NTRS1984

An investigation of the consistency of the ionospheric measurements of the photoelectron flux and solar EUV flux

This paper demonstrates that there is an inconsistency between ionospheric measurements of the photoelectron flux and the solar EUV flux. The problem which occurs for EUV wavelengths near 250 A or photoelectron energies near 35 eV has serious implications for theoretical photoelectron flux calculations and could help to explain up to 40 percent of the difference between calculated and measured photoelectron fluxes for electron energies below 35 eV. It is also shown that: (1) only photons with wavelengths shorter than 310 A are of importance in producing photoelectrons; (2) above 20 eV, the photoelectron flux is controlled by the production of primary photoelectrons, while below 20 eV the flux is controlled by degraded photoelectrons; (3) the calculated cascading production rate is insensitive to the cross sections used for the calculation; and (4) the photoelectron flux is inversely proportional to the total inelastic cross sections.

Richards, P. G.↗

NASA NTRS1989

Periodic-disturbance accommodating control of the Space Station for asymptotic momentum management

Periodic-disturbance accommodating control is investigated for asymptotic momentum management of control moment gyros used as primary actuating devices for the Space Station. The proposed controller utilizes the concepts of quaternion feedback control and periodic-disturbance accommodation to achieve oscillations about the constant torque equilibrium attitude, while minimizing the control effort required. Three-axis coupled equations of motion, written in terms of quaternions, are derived for roll/yaw controller design and stability analysis. The quaternion feedback controller designed using the linear-quadratic regulator synthesis technique is shown to be robust for a wide range of pitch angles. It is also shown that the proposed controller tunes the open-loop unstable vehicle to a stable oscillatory motion which minimizes the control effort needed for steady-state operations.

Warren, Wayne↗

NASA NTRS1989

Periodic-disturbance accommodating control of the space station for asymptotic momentum management

Warren, Wayne↗

NASA NTRS2007

Stability and Control Analysis of the F-15B Quiet Spike Aircraft

The primary objective of the Quiet Spike flight research program was the aerodynamic and structural proof-of-concept of a telescoping, 24 ft, sonic-boom suppressing nose boom on a F-15B aircraft. The program goal was to collect flight data for model validation up to 1.8 Mach. In the area of stability and controls the primary concern was to assess the effect of the spike on the stability, controllability and handling qualities of the aircraft. The primary goal of this test philosophy was maintaining safety of flight. Two main issues are discussed in this paper: the stability and controls approach and analysis in the presence of uncertain spike influenced aerodynamics on the F-15B aircraft flight dynamics; and the analysis of F-15B flight dynamics implications due to spike induced air flow in the vicinity of air data and angle-of-attack sensors. Also addressed are flight test implications based on the analysis

McWherter, Shaun↗

NASA NTRS1997

Alternative Perspectives on Risk

The goal of the commercial air transport system is to provide air transportation to the flying public at an acceptable cost with minimal risk. in an ideal situation these three goals would support each other. In fact, it is sometimes the case that the goals conflict: getting passengers to their destinations on time may conflict with fixing a minor mechanical malfunction that may or may not impact safety; flying a route that will avoid turbulence, thereby providing passengers with a more comfortable ride, may consume more fuel; managing traffic density may mean aircraft are delayed or must use an approach that will result in a long taxi to their gates, costing time and fuel. Various players in the system--pilots, dispatchers, controllers, as well as managers in the airline carriers and traffic management system--make decisions every day that involve trade-offs of benefits and costs. The prospect of revisions in the air traffic management system, with shifts in responsibilities from controllers to users, including airline operations center personnel and pilots, means that individuals may be performing either new jobs or old jobs under new guidance. It will be essential to know how the various players (a) perceive the risks and benefits associated with the decisions they will make under the old and new control structures, and (b) how much risk they are willing to accept in making decisions. Risk is here defined as the probability and magnitude of negative events (after Slovic, 1987). Of primary interest are risks associated with traffic, weather, and operational factors such as schedule, fuel consumption, and passenger service. Previous research has documented differences between groups in perceptions of risks associated with both everyday and aviation related situations. Risk perception varies as a function of familiarity with the situation, degree to which one is potentially affected by the risk, the level of control one has over the situation, and one's level of experience and responsibility in the situation. In our presentation we will consider several factors that may influence differences in risk perception, risk tolerance and risk management among the three major categories of participants in the aviation system (pilots, dispatchers, and controllers). Primary factors that may affect risk attitudes (the collective term we will use for the three components of risk) include: expertise or job-specific knowledge or training, personal involvement or vulnerability to consequences, goals, time horizon (imminence of consequences), span of control and type of control, and information or technology support. These will be considered in the context of five different types of risk (physical threat, economic, social, legal, and ethical). A study designed to study differences between pilots and controllers in their perceptions and responses to traffic risks under the present and a user-preferred control situation will be described. Future studies involving dispatchers' risk perceptions regarding various types of risk will be discussed.

Davison, Jeannie↗

NASA NTRSDate not supplied

Manual Crew Override of Vehicle Landings Following G-Transitions

BACKGROUND Manual control during exploration spaceflight consists of both planned automated supervisory control and unplanned crew override. This crew override capability is critical to enable overall mission success during landing contingencies. However, the introduction of manual override capabilities must be implemented to enable crews to mitigate risks introduced by human error. Adaptive changes in the sensorimotor system can manifest during g-transitions as spatial disorientation. While training and landing aids enable successful landing through disorientation, these adaptive changes may increase cognitive demand that needs to be accounted for in the manual control strategy. It is important to characterize these effects as soon as possible following the G-transition to develop appropriate countermeasures. METHODS The following study seeks to inform the risk associated with altered sensorimotor and vestibular function impacting critical mission tasks. We aim to characterize the effects of short and long-duration weightlessness on manual control following G-transitions using simulated lunar landing on a six-degree-of-freedom (6DOF) motion base, a fixed base simulation, and a supervisory control tablet task. The primary goal is to understand the impact of spaceflight on crew ability to perform manual crew override and supervisory control. This aim will be assessed by comparing pre- versus postflight simulation performance in crewmembers assigned to either short duration (< 30 day) or long duration (~6- month) missions to the International Space Station (ISS). We hypothesize there will be postflight increases in the percent time that pilots are outside of the acceptable range for recommended vehicle state parameters and the reaction time for secondary cognitive tasks. Ground-based control subjects, who are demographically matched to the crew considering age (± 5 years) and gender, will undergo the same testing schedule as the crew to examine the effects of flight phase independent of microgravity exposure. The second aim is to examine how adaptive changes in vestibular and cognitive function relate to changes in manual crew override proficiency. Crew performance for a sensorimotor perceptual test battery will evaluate motion perception tracking, roll nulling, and/or vection sensitivity using the 6DOF motion base. We hypothesize that a higher severity of vestibular alterations will be associated with increased percent time outside of guidance limits. Motion sickness severity and sleepiness will also be evaluated. To determine the impact of “just-in-time” training, the third aim seeks to compare performance during on-board lunar landing tasks conducted late in-flight to early postflight. We hypothesize that proficiency on the “just-in-time” laptop trainer late in mission will be positively correlated with early postflight proficiency on the same task. The final aim will establish assessments of performance, training protocols, and the learning progression in a ground-control cohort of first-time users. RESULTS The assessment of the learning progression associated with the piloting task on the motion base system with thirty ground subjects will be reported. Learning curves will be established across four distinct sessions and within session considering trial difficulty. The difficulty of the landing task can be modulated with the landing divert distance and cross or downrange difficulty. Results may include changes in performance across multiple trials of a multi-attribute lunar tablet supervisory control task. Preliminary investigations of eighteen subjects who completed vestibular threshold and motion perception tasks offer expected performance ranges for upcoming preflight crew evaluations. The results yielded an average roll threshold of 0.46 ± 0.30 deg/s and an average roll nulling root mean square error performance of 2.52 ± 0.52 deg/s. RELEVANCE This project will deliver an operational demonstration of crew monitoring capability following spaceflight and identify potential deficits that may require remediation. Comparison of individual vestibular and cognitive changes with crew performance will help better characterize the manual control risks associated with sensorimotor alterations. Ground testing will evaluate learning progression, refine training protocols, and serve as a control cohort for comparisons to crew performance. ACKNOWLEDGEMENTS: The authors acknowledge contributions from Draper, the Dynamic Skills Trainer (DST) Lab, and the Software, Robotics, and Simulation Division toward the development of the lunar landing simulation platforms. This project is funded by the Human Health Countermeasures Element.

Hannah M. Weiss↗

NASA NTRS1995

Controls concepts for next generation reuseable rocket engines

Three primary issues will drive the design and control used in next generation reuseable rocket engines. In addition to steady-state and dynamic performance, the requirements for increased durability, reliability and operability (with faults) will dictate which new controls and design technologies and features will be brought to bear. An array of concepts which have been brought forward will be tested against the measures of cost and benefit as reflected in the above 'ilities'. This paper examines some of the new concepts and looks for metrics to judge their value.

Lorenzo, Carl F.↗

NASA NTRS1986

Variable friction secondary seal for face seals

Vibration and stability of a primary seal ring is controlled by a secondary seal system. An inflatable bladder which forms a portion of the secondary seal varies the damping applied to this seal ring. The amplitude of vibration of the primary seal ring is sensed with a proximity probe that is connected to a microprocessor in a control system. The bladder pressure is changed by the control system to mitigate any sensed instability or vibration.

Dirusso, E.↗

NASA NTRS2017

Effects of Retinal Eccentricity on Human Manual Control

This study investigated the effects of viewing a primary flight display at different retinal eccentricities on human manual control behavior and performance. Ten participants performed a pitch tracking task while looking at a simplified primary flight display at different horizontal and vertical retinal eccentricities, and with two different controlled dynamics. Tracking performance declined at higher eccentricity angles and participants behaved more nonlinearly. The visual error rate gain increased with eccentricity for single-integrator-like controlled dynamics, but decreased for double-integrator-like dynamics. Participants' visual time delay was up to 100 ms higher at the highest horizontal eccentricity compared to foveal viewing. Overall, vertical eccentricity had a larger impact than horizontal eccentricity on most of the human manual control parameters and performance. Results might be useful in the design of displays and procedures for critical flight conditions such as in an aerodynamic stall.

system identification↗

NASA NTRS2010

Wavefront Control and Image Restoration with Less Computing

PseudoDiversity is a method of recovering the wavefront in a sparse- or segmented- aperture optical system typified by an interferometer or a telescope equipped with an adaptive primary mirror consisting of controllably slightly moveable segments. (PseudoDiversity should not be confused with a radio-antenna-arraying method called pseudodiversity.) As in the cases of other wavefront- recovery methods, the streams of wavefront data generated by means of PseudoDiversity are used as feedback signals for controlling electromechanical actuators of the various segments so as to correct wavefront errors and thereby, for example, obtain a clearer, steadier image of a distant object in the presence of atmospheric turbulence. There are numerous potential applications in astronomy, remote sensing from aircraft and spacecraft, targeting missiles, sighting military targets, and medical imaging (including microscopy) through such intervening media as cells or water. In comparison with prior wavefront-recovery methods used in adaptive optics, PseudoDiversity involves considerably simpler equipment and procedures and less computation. For PseudoDiversity, there is no need to install separate metrological equipment or to use any optomechanical components beyond those that are already parts of the optical system to which the method is applied. In Pseudo- Diversity, the actuators of a subset of the segments or subapertures are driven to make the segments dither in the piston, tilt, and tip degrees of freedom. Each aperture is dithered at a unique frequency at an amplitude of a half wavelength of light. During the dithering, images on the focal plane are detected and digitized at a rate of at least four samples per dither period. In the processing of the image samples, the use of different dither frequencies makes it possible to determine the separate effects of the various dithered segments or apertures. The digitized image-detector outputs are processed in the spatial-frequency (Fourier-transform) domain to obtain measures of the piston, tip, and tilt errors over each segment or subaperture. Once these measures are known, they are fed back to the actuators to correct the errors. In addition, measures of errors that remain after correction by use of the actuators are further utilized in an algorithm in which the image is phase-corrected in the spatial-frequency domain and then transformed back to the spatial domain at each time step and summed with the images from all previous time steps to obtain a final image having a greater signal-to-noise ratio (and, hence, a visual quality) higher than would otherwise be attainable.

Lyon, Richard G.↗

NASA NTRS1983

Large Deployable Reflector (LDR) feasibility study update

In 1982 a workshop was held to refine the science rationale for large deployable reflectors (LDR) and develop technology requirements that support the science rationale. At the end of the workshop, a set of LDR consensus systems requirements was established. The subject study was undertaken to update the initial LDR study using the new systems requirements. The study included mirror materials selection and configuration, thermal analysis, structural concept definition and analysis, dynamic control analysis and recommendations for further study. The primary emphasis was on the dynamic controls requirements and the sophistication of the controls system needed to meet LDR performance goals.

Alff, W. H.↗

NASA NTRS2009

Formation Flying of Components of a Large Space Telescope

A conceptual space telescope having an aperture tens of meters wide and a focal length of hundreds of meters would be implemented as a group of six separate optical modules flying in formation: a primary-membrane-mirror module, a relay-mirror module, a focal-plane-assembly module containing a fast steering mirror and secondary and tertiary optics, a primary-mirror-figure-sensing module, a scanning-electron-beam module for controlling the shape of the primary mirror, and a sunshade module. Formation flying would make it unnecessary to maintain the required precise alignments among the modules by means of an impractically massive rigid structure. Instead, a control system operating in conjunction with a metrology system comprising optical and radio subsystems would control the firing of small thrusters on the separate modules to maintain the formation, thereby acting as a virtual rigid structure. The control system would utilize a combination of centralized- and decentralized-control methods according to a leader-follower approach. The feasibility of the concept was demonstrated in computational simulations that showed that relative positions could be maintained to within a fraction of a millimeter and orientations to within several microradians.

Mettler, Edward↗

NASA NTRS1972

A VTOL translational rate control system study on a six degrees-of-freedom motion simulator

A linearized translational rate system for near hover flight was optimized on a large motion simulator under the constraints of no disturbances and limited control power. Both lateral and longitudinal modes were considered with the primary variables of investigation being control sensitivity and response stiffness and secondarily system damping. Yaw and height control characteristics were represented by an angular rate and acceleration system, respectively. General regions of desired sensitivity and stiffness for the longitudinal and lateral modes were determined under VFR conditions for both the rapid maneuver task and the station keeping/mild maneuver task.

Corliss, L. D.↗

NASA NTRS1990

Description of the primary flight display and flight guidance system logic in the NASA B-737 transport systems research vehicle

A primary flight display format was integrated with the flight guidance and control system logic in support of various flight tests conducted with the NASA Transport Systems Research Vehicle B-737-100 airplane. The functional operation of the flight guidance mode control panel and the corresponding primary flight display formats are presented.

Knox, Charles E.↗

NASA NTRS1976

Forecast of the general aviation air traffic control environment for the 1980's

The critical information required for the design of a reliable, low cost, advanced avionics system which would enhance the safety and utility of general aviation is stipulated. Sufficient data is accumulated upon which industry can base the design of a reasonably priced system having the capability required by general aviation in and beyond the 1980's. The key features of the Air Traffic Control (ATC) system are: a discrete address beacon system, a separation assurance system, area navigation, a microwave landing system, upgraded ATC automation, airport surface traffic control, a wake vortex avoidance system, flight service stations, and aeronautical satellites. The critical parameters that are necessary for component design are identified. The four primary functions of ATC (control, surveillance, navigation, and communication) and their impact on the onboard avionics system design are assessed.

Hoffman, W. C.↗

NASA NTRS1990

Active Optics for a Segmented Primary Mirror on a Deep-Space Optical Receiver Antenna (DSORA)

This article investigates the active optical control of segments in the primary mirror to correct for wavefront errors in the Deep-Space Optical Receiver Antenna (DSORA). Although an exact assessment of improvement in signal blur radius cannot be made until a more detailed preliminary structural design is completed, analytical tools are identified for a time when such designs become available. A brief survey of appropriate sensing approaches is given. Since the choice of control algorithm and architecture depends on the particular sensing system used, typical control systems, estimated complexities, and the type of equipment required are discussed. Once specific sensor and actuator systems are chosen, the overall control system can be optimized using methods identified in the literature.

Clymer, B. D.↗