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NASA NTRS1994

Geminga: A cooling superfluid neutron star

We compare the recent temperature estimate for Geminga with neutron star cooling models. Because of its age (approximately 3.4 x 10(exp 5) yr), Geminga is in the photon cooling era. We show that its surface temperature (approximately 5.2 x 10(exp 5) K) can be understood by both types of neutrino cooling scenarios, i.e., slow neutrino cooling by the modified Urca process or fast neutrino cooling by the direct Urca process or by some exotic matter, and thus does not allow us to discriminate between these two competing schemes. However, for both types of scenarios, agreement with the observed temperature can only be obtained if baryon pairing is present in most, if not all, of the core of the star. Within the slow neutrino cooling scenario, early neutrino cooling is not sufficient to explain the observed low temperature, and extensive pairing in the core is necessary to reduce the specific heat and increase the cooling rate in the present photon cooling era. Within all the fast neutrino cooling scenarios, pairing is necessary throughout the whole core to control the enormous early neutrino emission which, without pairing suppression, would result in a surface temperature at the present time much lower than observed. We also comment on the recent temperature estimates for PSR 0656+14 and PSR 1055-52, which pertain to the same photon cooling era. If one assumes that all neutron stars undergo fast neutrino cooling, then these two objects also provide evidence for extensive baryon pairing in their core; but observational uncertainties also permit a more conservative interpretation, with slow neutrino emission and no pairing at all. We argue though that observational evidence for the slow neutrino cooling model (the 'standard' model) is in fact very dim and that the interpretation of the surface temperature of all neutron stars could be done with a reasonable theoretical a priori within the fast neutrino cooling scenarios only. In this case, Geminga, PSR 0656+14, and PSR 1055-52 all show evidence of baryon pairing down to their very centers.

Page, Dany↗

NASA NTRS1995

Task Analytic Models to Guide Analysis and Design: Use of the Operator Function Model to Represent Pilot-Autoflight System Mode Problems

Task-analytic models structure essential information about operator interaction with complex systems, in this case pilot interaction with the autoflight system. Such models serve two purposes: (1) they allow researchers and practitioners to understand pilots' actions; and (2) they provide a compact, computational representation needed to design 'intelligent' aids, e.g., displays, assistants, and training systems. This paper demonstrates the use of the operator function model to trace the process of mode engagements while a pilot is controlling an aircraft via the, autoflight system. The operator function model is a normative and nondeterministic model of how a well-trained, well-motivated operator manages multiple concurrent activities for effective real-time control. For each function, the model links the pilot's actions with the required information. Using the operator function model, this paper describes several mode engagement scenarios. These scenarios were observed and documented during a field study that focused on mode engagements and mode transitions during normal line operations. Data including time, ATC clearances, altitude, system states, and active modes and sub-modes, engagement of modes, were recorded during sixty-six flights. Using these data, seven prototypical mode engagement scenarios were extracted. One scenario details the decision of the crew to disengage a fully automatic mode in favor of a semi-automatic mode, and the consequences of this action. Another describes a mode error involving updating aircraft speed following the engagement of a speed submode. Other scenarios detail mode confusion at various phases of the flight. This analysis uses the operator function model to identify three aspects of mode engagement: (1) the progress of pilot-aircraft-autoflight system interaction; (2) control/display information required to perform mode management activities; and (3) the potential cause(s) of mode confusion. The goal of this paper is twofold: (1) to demonstrate the use of the operator functio model methodology to describe pilot-system interaction while engaging modes And monitoring the system, and (2) to initiate a discussion of how task-analytic models might inform design processes. While the operator function model is only one type of task-analytic representation, the hypothesis of this paper is that some type of task analytic structure is a prerequisite for the design of effective human-automation interaction.

Degani, Asaf↗

NASA NTRS2003

Optimized bioregenerative space diet selection with crew choice

Previous studies on optimization of crew diets have not accounted for choice. A diet selection model with crew choice was developed. Scenario analyses were conducted to assess the feasibility and cost of certain crew preferences, such as preferences for numerous-desserts, high-salt, and high-acceptability foods. For comparison purposes, a no-choice and a random-choice scenario were considered. The model was found to be feasible in terms of food variety and overall costs. The numerous-desserts, high-acceptability, and random-choice scenarios all resulted in feasible solutions costing between 13.2 and 17.3 kg ESM/person-day. Only the high-sodium scenario yielded an infeasible solution. This occurred when the foods highest in salt content were selected for the crew-choice portion of the diet. This infeasibility can be avoided by limiting the total sodium content in the crew-choice portion of the diet. Cost savings were found by reducing food variety in scenarios where the preference bias strongly affected nutritional content.

Non-NASA Center↗

NASA NTRS2004

Space Communications Emulation Facility

Establishing space communication between ground facilities and other satellites is a painstaking task that requires many precise calculations dealing with relay time, atmospheric conditions, and satellite positions, to name a few. The Space Communications Emulation Facility (SCEF) team here at NASA is developing a facility that will approximately emulate the conditions in space that impact space communication. The emulation facility is comprised of a 32 node distributed cluster of computers; each node representing a satellite or ground station. The objective of the satellites is to observe the topography of the Earth (water, vegetation, land, and ice) and relay this information back to the ground stations. Software originally designed by the University of Kansas, labeled the Emulation Manager, controls the interaction of the satellites and ground stations, as well as handling the recording of data. The Emulation Manager is installed on a Linux Operating System, employing both Java and C++ programming codes. The emulation scenarios are written in extensible Markup Language, XML. XML documents are designed to store, carry, and exchange data. With XML documents data can be exchanged between incompatible systems, which makes it ideal for this project because Linux, MAC and Windows Operating Systems are all used. Unfortunately, XML documents cannot display data like HTML documents. Therefore, the SCEF team uses XML Schema Definition (XSD) or just schema to describe the structure of an XML document. Schemas are very important because they have the capability to validate the correctness of data, define restrictions on data, define data formats, and convert data between different data types, among other things. At this time, in order for the Emulation Manager to open and run an XML emulation scenario file, the user must first establish a link between the schema file and the directory under which the XML scenario files are saved. This procedure takes place on the command line on the Linux Operating System. Once this link has been established the Emulation manager validates all the XML files in that directory against the schema file, before the actual scenario is run. Using some very sophisticated commercial software called the Satellite Tool Kit (STK) installed on the Linux box, the Emulation Manager is able to display the data and graphics generated by the execution of a XML emulation scenario file. The Emulation Manager software is written in JAVA programming code. Since the SCEF project is in the developmental stage, the source code for this type of software is being modified to better fit the requirements of the SCEF project. Some parameters for the emulation are hard coded, set at fixed values. Members of the SCEF team are altering the code to allow the user to choose the values of these hard coded parameters by inserting a toolbar onto the preexisting GUI.

Hill, Chante A.↗

NASA NTRS2003

Mission interactive scenarion studio for autonomous spacecraft

We propose building a Studio enabling the use of diverse existing mission activity and scenario patterns, the creation of new ones, and the modeling of their effects using existing modeling tools. The core of the Studio is a component-based Type Library, which captures years of mission adaptation patterns in various forms. The Studio works as a content server to capture the developed adaptation knowledge for reuse and provides bridging into different mission uplink implementations, including the Mission Data System [l] (MDS) state/goal machinery. Various activities can be coordinated, controlled, and reused through the Studio's component interface to establish and model a mission scenario. A special component Factory mechanism will be in place to facilitate the adaptation of projects into the Studio. The architecture of the Studio reflects and enforces a division of knowledge and actions into three parts: Model, Controller, Viewer. The Model contains information about (a proposed version of) the spacecraft and mission. The Controller contains logic for constructing scenarios of mission activities. The information in the Model and Controller is principally in the form of reusable patterns. A Viewer can be a simple or complex software system. For example, Apgen [2,3] is one possible viewer, MDS is another. A 3-tiered infrastructure is used for the Studio, reflecting the Model, Controller, Viewer architecture [4,5]. The Studio is useful in pre-phase A of a project by enabling spacecraft design options to be played against desired mission scenarios. In later design phases of a project, the construction and modeling of more detailed scenarios is supported by the Studio.

autonomous spacecraft↗

NASA NTRS2006

NAS Demand Predictions, Transportation Systems Analysis Model (TSAM) Compared with Other Forecasts

The current work incorporates the Transportation Systems Analysis Model (TSAM) to predict the future demand for airline travel. TSAM is a multi-mode, national model that predicts the demand for all long distance travel at a county level based upon population and demographics. The model conducts a mode choice analysis to compute the demand for commercial airline travel based upon the traveler s purpose of the trip, value of time, cost and time of the trip,. The county demand for airline travel is then aggregated (or distributed) to the airport level, and the enplanement demand at commercial airports is modeled. With the growth in flight demand, and utilizing current airline flight schedules, the Fratar algorithm is used to develop future flight schedules in the NAS. The projected flights can then be flown through air transportation simulators to quantify the ability of the NAS to meet future demand. A major strength of the TSAM analysis is that scenario planning can be conducted to quantify capacity requirements at individual airports, based upon different future scenarios. Different demographic scenarios can be analyzed to model the demand sensitivity to them. Also, it is fairly well know, but not well modeled at the airport level, that the demand for travel is highly dependent on the cost of travel, or the fare yield of the airline industry. The FAA projects the fare yield (in constant year dollars) to keep decreasing into the future. The magnitude and/or direction of these projections can be suspect in light of the general lack of airline profits and the large rises in airline fuel cost. Also, changes in travel time and convenience have an influence on the demand for air travel, especially for business travel. Future planners cannot easily conduct sensitivity studies of future demand with the FAA TAF data, nor with the Boeing or Airbus projections. In TSAM many factors can be parameterized and various demand sensitivities can be predicted for future travel. These resulting demand scenarios can be incorporated into future flight schedules, therefore providing a quantifiable demand for flights in the NAS for a range of futures. In addition, new future airline business scenarios are investigated that illustrate when direct flights can replace connecting flights and larger aircraft can be substituted, only when justified by demand.

Viken, Jeff↗

NASA NTRS2006

Utilizing Traveler Demand Modeling to Predict Future Commercial Flight Schedules in the NAS

Viken, Jeff↗

NASA NTRS2005

Applying Qualitative Hazard Analysis to Support Quantitative Safety Analysis for Proposed Reduced Wake Separation Conops

This paper describes a scenario-driven hazard analysis process to identify, eliminate, and control safety-related risks. Within this process, we develop selective criteria to determine the applicability of applying engineering modeling to hypothesized hazard scenarios. This provides a basis for evaluating and prioritizing the scenarios as candidates for further quantitative analysis. We have applied this methodology to proposed concepts of operations for reduced wake separation for closely spaced parallel runways. For arrivals, the process identified 43 core hazard scenarios. Of these, we classified 12 as appropriate for further quantitative modeling, 24 that should be mitigated through controls, recommendations, and / or procedures (that is, scenarios not appropriate for quantitative modeling), and 7 that have the lowest priority for further analysis.

Shortle, John F.↗

NASA NTRS2007

The Hottest Horizontal-Branch Stars in Omega Centauri: Late Hot Flasher vs. Helium Enrichment

UV observations of some massive globular clusters uncovered a significant population of very hot stars below the hot end of the horizontal branch (HB), the so-called blue hook stars. This feature might be explained either by the late hot flasher scenario here stars experience the helium flash while on the white dwarf cooling curve or by the helium-rich sub-population recently postulated to exist in some clusters. Spectroscopic analyses of blue hook stars in omega Cen and NGC 2808 support the late hot flasher scenario, but the stars contain much less helium than expected and the predicted C, N enrichment could not be verified from existing data. We want to determine effective temperatures, surface gravities and abundances of He, C, N in blue hook and canonical extreme horizontal branch (EHB) star candidates. Moderately high resolution spectra of stars at the hot end of the blue horizontal branch in the globular cluster omega Cen were analysed for atmospheric parameters (T(sub eff), log g) and abundances using LTE and Non-LTE model atmospheres. In the temperature range 30,000 K to 50,000 K we find that 37% of our stars are helium-poor (log nHe/nH less than -2), 49% have solar helium abundance within a factor of 3 (-1.5 less than or equal to log nHe/nH less than or equal to -0.5) and 14% are helium rich (log nHe/nH greater than -0.4). We also find carbon enrichment in step with helium enrichment, with a maximum carbon enrichment of 3% by mass. At least 30% of the hottest HB stars in omega Centauri show helium abundances well above the predictions from the helium enrichment scenario (Y = 0.42 corresponding to log nHe/nH approximately equal to -0.74). In addition the most helium-rich stars show strong carbon enrichment as predicted by the late hot flasher scenario. We conclude that the helium-rich HB stars in omega Cen cannot be explained solely by the helium-enrichment scenario invoked to explain the blue main sequence.

Moehler, S.↗

NASA NTRS2008

A Comparison of Probabilistic and Deterministic Campaign Analysis for Human Space Exploration

Human space exploration is by its very nature an uncertain endeavor. Vehicle reliability, technology development risk, budgetary uncertainty, and launch uncertainty all contribute to stochasticity in an exploration scenario. However, traditional strategic analysis has been done in a deterministic manner, analyzing and optimizing the performance of a series of planned missions. History has shown that exploration scenarios rarely follow such a planned schedule. This paper describes a methodology to integrate deterministic and probabilistic analysis of scenarios in support of human space exploration. Probabilistic strategic analysis is used to simulate "possible" scenario outcomes, based upon the likelihood of occurrence of certain events and a set of pre-determined contingency rules. The results of the probabilistic analysis are compared to the nominal results from the deterministic analysis to evaluate the robustness of the scenario to adverse events and to test and optimize contingency planning.

Merrill, R. Gabe↗

NASA NTRS2008

Strategic Analysis Overview

NASA s Constellation Program employs a strategic analysis methodology in providing an integrated analysis capability of Lunar exploration scenarios and to support strategic decision-making regarding those scenarios. The strategic analysis methodology integrates the assessment of the major contributors to strategic objective satisfaction performance, affordability, and risk and captures the linkages and feedbacks between all three components. Strategic analysis supports strategic decision making by senior management through comparable analysis of alternative strategies, provision of a consistent set of high level value metrics, and the enabling of cost-benefit analysis. The tools developed to implement the strategic analysis methodology are not element design and sizing tools. Rather, these models evaluate strategic performance using predefined elements, imported into a library from expert-driven design/sizing tools or expert analysis. Specific components of the strategic analysis tool set include scenario definition, requirements generation, mission manifesting, scenario lifecycle costing, crew time analysis, objective satisfaction benefit, risk analysis, and probabilistic evaluation. Results from all components of strategic analysis are evaluated a set of pre-defined figures of merit (FOMs). These FOMs capture the high-level strategic characteristics of all scenarios and facilitate direct comparison of options. The strategic analysis methodology that is described in this paper has previously been applied to the Space Shuttle and International Space Station Programs and is now being used to support the development of the baseline Constellation Program lunar architecture. This paper will present an overview of the strategic analysis methodology and will present sample results from the application of the strategic analysis methodology to the Constellation Program lunar architecture.

Cirillo, William M.↗

NASA NTRS2008

Orbital Express Advanced Video Guidance Sensor

In May 2007 the first US fully autonomous rendezvous and capture was successfully performed by DARPA's Orbital Express (OE) mission. Since then, the Boeing ASTRO spacecraft and the Ball Aerospace NEXTSat have performed multiple rendezvous and docking maneuvers to demonstrate the technologies needed for satellite servicing. MSFC's Advanced Video Guidance Sensor (AVGS) is a primary near-field proximity operations sensor integrated into ASTRO's Autonomous Rendezvous and Capture Sensor System (ARCSS), which provides relative state knowledge to the ASTRO GN&C system. This paper provides an overview of the AVGS sensor flying on Orbital Express, and a summary of the ground testing and on-orbit performance of the AVGS for OE. The AVGS is a laser-based system that is capable of providing range and bearing at midrange distances and full six degree-of-freedom (6DOF) knowledge at near fields. The sensor fires lasers at two different frequencies to illuminate the Long Range Targets (LRTs) and the Short Range Targets (SRTs) on NEXTSat. Subtraction of one image from the other image removes extraneous light sources and reflections from anything other than the corner cubes on the LRTs and SRTs. This feature has played a significant role for Orbital Express in poor lighting conditions. The very bright spots that remain in the subtracted image are processed by the target recognition algorithms and the inverse-perspective algorithms, to provide 3DOF or 6DOF relative state information. Although Orbital Express has configured the ASTRO ARCSS system to only use AVGS at ranges of 120 m or less, some OE scenarios have provided opportunities for AVGS to acquire and track NEXTSat at greater distances. Orbital Express scenarios to date that have utilized AVGS include a berthing operation performed by the ASTRO robotic arm, sensor checkout maneuvers performed by the ASTRO robotic arm, 10-m unmated operations, 30-m unmated operations, and Scenario 3-1 anomaly recovery. The AVGS performed very well during the pre-unmated operations, effectively tracking beyond its 10-degree Pitch and Yaw limit-specifications, and did not require I-LOAD adjustments before unmated operations. AVGS provided excellent performance in the 10-m unmated operations, effectively tracking and maintaining lock for the duration of this scenario, and showing good agreement between the short and long range targets. During the 30-m unmated operations, the AVGS continuously tracked the SRT to 31.6 m, exceeding expectations, and continuously tracked the LRT from 8.8 m out to 31.6 m, with good agreement between these two target solutions. After this scenario was aborted at a 10-m separation during remate operations, the AVGS tracked the LRT out 54.3 m, until the relative attitude between the vehicles was too large. The vehicles remained apart for eight days, at ranges from 1 km to 6 km. During the approach to remate in this recovery operation, the AVGS began tracking the LRT at 150 m, well beyond the OE planned limits for AVGS ranges, and functioned as the primary sensor for the autonomous rendezvous and docking.

Howard, Ricky↗

NASA NTRS2010

The Origin of Dust in the Early Universe: Probing the Star Formation History of Galaxies by Their Dust Content

Two distinct scenarios for the origin of the approximately 4 x 10(exp 8) Solar Mass of dust observed in the high-redshift (z = 6.4) quasar J1148+5251 have been proposed. The first assumes that this galaxy is much younger than the age of the universe at that epoch so that only supernovae, could have produced this dust. The second scenario assumes a significantly older galactic age, so that the dust could have formed in lower-mass AGB stars. Presenting new integral solutions for the chemical evolution of metals and dust in galaxies, we offer a critical evaluation of these two scenarios. ^N;"(,, show that the AGB scenario is sensitive to the details of the galaxy's star formation history (SFH), which must consist of an early intense starburst followed by a period of low stellar activity. The presence or absence of massive amounts of dust in high-redshift galaxies can therefore be used to infer their SFH. However, a problem with the AGB scenario is that it produces a stellar mass that is significantly larger than the inferred dynamical mass of J1148+5251, an yet unresolved discrepancy. If this problem persists, then additional sites for the growth or formation of dust, such as molecular clouds or dense clouds around active galactic nuclei, must be considered.

Dwek, Eli↗

NASA NTRS2010

Investigation of Long-Term Impacts of Urbanization when Considering Global Warming for a Coastal Tropical Region

The overachieving goal of this project is to gain a better understanding of the climate impacts caused by the combined effects of land cover and land use (LCLU) changes and increasing global concentrations of green house gases (GHG) in tropical coastal areas, regions where global, regional and local climate phenomena converge, taking as the test case the densely populated northeast region of the Caribbean island of Puerto Rico. The research uses an integrated approach of high-resolution remote sensing information linked to a high resolution Regional Atmospheric Modeling System (RAMS), which was employed to perform ensembles of climate simulations (combining 2-LCLU and 2-GHG concentration scenarios). Reconstructed agricultural maps are used to define past LCLU, and combined with reconstructed sea surface temperatures (SST) for the same period form the PAST climate scenario (1951-1956); while the PRESENT scenario (2000-2004) was additionally supported by high resolution remote sensing data (10-m-res). The climate reconstruction approach is validated with available observed climate data from surface weather stations for both periods of time simulated. The selection of the past and present climate scenarios considers large-scale biases (i.e. ENSO/NAO) as reflected in the region of interest. Direct and cross comparison of the results is allowing quantifying single, combined, and competitive effects. Results indicate that global GHG have dominant effects on minimum temperatures (following regional tendencies), while urban sprawl dominates maximum temperatures. To further investigate impacts of land use the Bowen Ratio and the thermal response number (TRN) are analyzed. The Bowen ratio indicates that forestation of past agricultural high areas have an overwhelmingly mitigation effect on increasing temperatures observed in different LCLU scenarios, but when abandoned agricultural lands are located in plains, the resulting shrub/grass lands produce higher surface temperatures. The TRN (J/m^2/degC) is a surface property defined as the ratio of the surface net radiation to the rate of change in surface temperature, expresses how those fluxes are reacting to radiant energy inputs. Natural vegetated surfaces have a greater TRN than urban and barren surfaces because the net radiation processed by them is mostly used for latent heat and thermal storage heat rather than sensible heat (heating the air). Significant changes in TRN were observed in the metropolitan area of San Juan for the two analyzed periods reflecting a reduction of this variable in the present from the past consistent with increasing in thermal mass, or intense urbanization.

Gonalez, Jorge E.↗

NASA NTRS2002

Shuttle Abort Flight Management (SAFM) - Application Overview

One of the most demanding tasks that must be performed by the Space Shuttle flight crew is the process of determining whether, when and where to abort the vehicle should engine or system failures occur during ascent or entry. Current Shuttle abort procedures involve paging through complicated paper checklists to decide on the type of abort and where to abort. Additional checklists then lead the crew through a series of actions to execute the desired abort. This process is even more difficult and time consuming in the absence of ground communications since the ground flight controllers have the analysis tools and information that is currently not available in the Shuttle cockpit. Crew workload specifically abort procedures will be greatly simplified with the implementation of the Space Shuttle Cockpit Avionics Upgrade (CAU) project. The intent of CAU is to maximize crew situational awareness and reduce flight workload thru enhanced controls and displays, and onboard abort assessment and determination capability. SAFM was developed to help satisfy the CAU objectives by providing the crew with dynamic information about the capability of the vehicle to perform a variety of abort options during ascent and entry. This paper- presents an overview of the SAFM application. As shown in Figure 1, SAFM processes the vehicle navigation state and other guidance information to provide the CAU displays with evaluations of abort options, as well as landing site recommendations. This is accomplished by three main SAFM components: the Sequencer Executive, the Powered Flight Function, and the Glided Flight Function, The Sequencer Executive dispatches the Powered and Glided Flight Functions to evaluate the vehicle's capability to execute the current mission (or current abort), as well as more than IS hypothetical abort options or scenarios. Scenarios are sequenced and evaluated throughout powered and glided flight. Abort scenarios evaluated include Abort to Orbit (ATO), Transatlantic Abort Landing (TAL), East Coast Abort Landing (ECAL) and Return to Launch Site (RTLS). Sequential and simultaneous engine failures are assessed and landing footprint information is provided during actual entry scenarios as well as hypothetical "loss of thrust now" scenarios during ascent.

Hu, Howard↗

NASA NTRS2011

Orion Handling Qualities During ISS Rendezvous and Docking

The Orion spacecraft was designed to rendezvous with multiple vehicles in low earth orbit (LEO) and beyond. To perform the required rendezvous and docking task, Orion must provide enough control authority to perform coarse translational maneuvers while maintaining precision to perform the delicate docking corrections. While Orion has autonomous docking capabilities, it is expected that final approach and docking operations with the International Space Station (ISS) will initially be performed in a manual mode. A series of evaluations was conducted by NASA and Lockheed Martin at the Johnson Space Center to determine the handling qualities (HQ) of the Orion spacecraft during different docking and rendezvous conditions using the Cooper-Harper scale. This paper will address the specifics of the handling qualities methodology, vehicle configuration, scenarios flown, data collection tools, and subject ratings and comments. The initial Orion HQ assessment examined Orion docking to the ISS. This scenario demonstrates the Translational Hand Controller (THC) handling qualities of Orion. During this initial assessment, two different scenarios were evaluated. The first was a nominal docking approach to a stable ISS, with Orion initializing with relative position dispersions and a closing rate of approximately 0.1 ft/sec. The second docking scenario was identical to the first, except the attitude motion of the ISS was modeled to simulate a stress case ( 1 degree deadband per axis and 0.01 deg/sec rate deadband per axis). For both scenarios, subjects started each run on final approach at a docking port-to-port range of 20 ft. Subjects used the THC in pulse mode with cues from the docking camera image, window views, and range and range rate data displayed on the Orion display units. As in the actual design, the attitude of the Orion vehicle was held by the automated flight control system at 0.5 degree deadband per axis. Several error sources were modeled including Reaction Control System (RCS) jet angular and position misalignment, RCS thrust magnitude uncertainty, RCS jet force direction uncertainty due to self plume impingement, and Orion center of mass uncertainty.

Hart, Jeremy J.↗

NASA NTRS2011

UAS Modeling of the Communication Links Study Results

There were many links calculated for this and the other scenarios. The rain was analyzed for 99.9% availability with rain rated of none, 20 mm/hr and 90 mm/hr at a height of 5 km out to 25 NM. This was done for each scenario for LOS and for BLOS links for Scenario 5 and 6. Scenario 1 was a LOS-only scenario. Use of two 3 dB Antennas on both ends. The CS2 was unable to maintain a control RF Link during the flight. The largest access gap periods between object top and bottom UA antennae were caused by terrain (ridges and hills). The CS Antenna was changed to High Gain Directional Antenna, all three CS maintained lock on vehicle. There were RF dropouts between the top and bottom UA antennae caused by aircraft obstructions (fuselage, wings, wheel assembles, etc.). Note that for this study antenna locations were placed on top and bottom center of the UA body. Future study should include actual UA antenna locations on the aircraft providing manufactures are willing to provide information. The importance of CS location(s) was demonstrated for primary or backup CS. With a second backup CS placed in a suitable location the UA was able to maintain an overall RF link. The actual location of both backup CSs required the antenna location to be place 150 ft above ground in order to establish a RF link between the UA and CS.

Birr, Richard↗

NASA NTRS2012

AeroMACS Interference Simulations for Global Airports

Ran 18 scenarios with Visualyse Professional interference software (presented 2 most realistic scenarios). Scenario A: 85 large airports can transmit 1650 mW on each of 11 channels. 173 medium airports can transmit 825 mW on each of 6 channels. 5951 small airports can transmit 275 mW on one channel. Reducing power allowed for small airports in Scenario B increases allowable power for large and medium airports, but should not be necessary as Scenario A levels are more than adequate. These power limitations are conservative because we are assuming worst case with 100% duty.

Wilson, Jeffrey D.↗