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At least 505 records · Page 28
All sourcesNASA NTRSDOE OSTI
NASA NTRS2000

Satellite Broadcast of Graphical Weather Data Flight Tested

NASA Glenn Research Center at Lewis Field's aviation Weather Information Communications (WINCOMM) and NASA Langley Research Center's Aviation Weather Information (AWIN) programs collaborated in a flight test and evaluation of a worldwide weather data-link capability using satellites. This successful flight testing moves NASA closer to its goal of developing advanced communications and information technologies to enable high-quality and timely dissemination of aviation weather information to all relevant users on the aviation information network. Recognized as a major contributing factor in aviation accidents and incidents, weather contributes directly or indirectly to nearly 80 percent of fatal general aviation (small private aircraft) accidents. In 1997, the Aeronautics Safety Investment Strategy Team s weather team produced a prioritized list of investment areas under weather accident prevention. Weather data dissemination is the most critical and highest ranked priority on the list. NASA's Aviation Safety Program founded the Aviation Weather Information initiative to focus efforts on significantly reducing the number of weather-related aviation fatalities. Access to accurate and timely weather data could contribute to a major reduction of weather-related incidents and accidents. However, a cost-effective solution has eluded most general aviation pilots because of the high cost of onboard weather radar equipment. Rockwell Collins, through a contract with NASA and in cooperation with WorldSpace Corporation, successfully completed ground and flight testing of a receiver and antenna in Johannesburg, South Africa. This NASA/Rockwell Collins project is an evaluation of worldwide weather data-link capability using transmissions from the Satellite Digital Audio Radio Services (S DARS) AfriStar satellite. Owned and operated by WorldSpace, AfriStar is a geostationary satellite that broadcasts commercial digital audio services to stationary and mobile platforms. S DARS satellites are the most powerful communications satellites produced to date, allowing users to receive signals using simple, low-cost patch antennas instead of more expensive, beam-steered antenna arrays. Engineers connected an inexpensive, commercially available radio receiver to a laptop computer and an antenna designed and built by Rockwell Collins, enabling them to receive WorldSpace signals from the AfriStar satellite during flight tests. WorldSpace broadcast their composite color graphical weather data files, which were multiplexed with normal audio streams, to the flat patch antenna mounted on a single-engine aircraft. The aircraft was equipped with a modified commercial S-DARS receiver, a Global Positioning Satellite (GPS) receiver, and a laptop computer with color display. Continuous data reception occurred during normal aircraft maneuvers performed throughout takeoff, cruise, and landing operations. In addition, engineers monitored receiver power levels during steep turns and banks. In most instances, the receiver was able to maintain acceptable power levels during all phases of flight and to obtain weather data with little or with the successful completion of ground and flight testing of a receiver and antenna in Johannesburg, South Africa, the team has started to prepare for experiments using highspeed aircraft in areas of the world with limited access to timely weather data. NASA plans to provide a more advanced antenna design and consultation support. This successful test of real-time aviation-related weather data is a positive step toward solving communications-specific issues associated with the dissemination of weather data directly to the cockpit.

Mallasch, Paul G.↗
NASA NTRS1984

Effects of aircraft and flight parameters on energy-efficient profile descents in time-based metered traffic

The influence of several parameters on the time required to fly a nominal profile descent of a B-737 from an entry fix to a metering fix 75 n.mi. away was studied. The ground distance for the constant speed segment was adjusted in each case so that the aircraft would always arrive at the metering fix position at the completion of the five segments of the profile descent. The influence of eight parameters on the same nominal profile descent is outlined, but the method used for the off nominal cases was changed. The time calculated for the constant speed segment in the nominal case is used for all off nominal cases. This method allows the aircraft to arrive at the metering fix before or after the profile descent is complete. It is shown that descent Mach number and wind speed have a large effect on the time error, whereas weight was a much smaller effect.

Dejarnette, F. R.↗
NASA NTRS1989

Low-Cost Vertical Accelerometer For Aircraft

Self-aligning device measures vertical acceleration of aircraft but costs only small fraction of price of full inertial navigation system. Consists of accelerometer mounted vertically on inner gimbal of artificial horizon. Vertical accelerometer proves to be effective aid to Global Positioning System (GPS) navigation receivers in general-aviation aircraft and helicopters. Low-cost vertical accelerometer used to improve on vertical accuracy and reliability of GPS receiver alone. Also used to improve altitude accuracy for aircraft otherwise equipped with only baro-altimeter for altitude measurement.

Paielli, Russell A.↗
NASA NTRS1991

Aircraft active and passive microwave validation of sea ice concentration from the Defense Meteorological Satellite Program special sensor microwave imager

Results are presented of a series of coordinate special sensor microwave imager (SSM/I) underflights that were carried out during March 1988 with NASA and Navy aircraft over portions of the Bering, Beaufort, and Chukchi seas. NASA DC-8 AMMR data from Bering Sea ice edge crossings were used to verify that the ice edge location, defined as the position of the initial ice bands encountered by the aircraft, corresponds to an SSM/I ice concentration of 15 percent. Direct comparison of SSM/I and aircraft ice concentrations for regions having at least 80 percent aircraft coverage reveals that the SSM/I total ice concentration is lower on average by 2.4 +/-2.4 percent. For multiyear ice, NASA and Navy flights across the Beaufort and Chukchi seas show that the SSM/I algorithm correctly maps the large-scale distribution of multiyear ice: the zone of first-year ice off the Alaskan coast, the large areas of mixed first-year and multiyear ice, and the region of predominantly multiyear ice north of the Canadian archipelago.

Cavalieri, D. J.↗
NASA NTRSDate not supplied

Role of Cryogenic Aerodynamic Testing for Current and Future Technologies

The motivation for cryogenic wind tunnels originated during the 1960s from an internationally recognized need for a high Reynolds number test capability based on experiences with preflight predictions of aerodynamic characteristics and an anticipated need in support of research and development for future aerospace vehicle systems. More specifically, the motivation for a flight (or near flight) Reynolds number ground test facility was captured in the foreword to reference 1 which states:“...AGARD held a Specialists’ Meeting in Paris on ‘Transonic Aerodynamics’ in recognition of the fact that the absence of adequate theoretical methods and wind tunnels of high enough Reynolds number had already led to costly shortcomings in the transonic performance of certain combat and transport aircraft.” Preflight prediction of flight characteristics is a necessary process for the developer of any aerospace vehicle, and introduces significant risk to the success of the vehicle. Whether the vehicle customer is commercial or governmental, the final full-scale vehicle must meet certain requirements to be certified as safe, and certain performance requirements to be economically successful. Aircraft companies strive to know the flight characteristics and performance of their vehicle with high confidence prior to flight, thus enabling optimal design trades and elimination of any costly modifications to the aircraft during and after initial flight testing. The problems of predicting flight characteristics across the full flight envelope prior to flight have been and continue to be challenging. Much has changed since the US National Transonic Facility (NTF) became operational in the 1980s, followed by the European Transonic Windtunnel (ETW) in 1990s, not the least of which has been the advancement and positive impact of computational fluid dynamics (CFD) on aircraft design and development. Today, the need for integrated CFD and ground-based high Reynolds number test and evaluation capability remains as aerodynamics will always be central to defining an aircraft directly as well as providing critical input to other disciplines. Today the economic stakes of being surprised during flight tests are higher than ever. This oral-only presentation describes the past, current, and future role of high Reynolds number aerodynamic testing in aerospace vehicle design and development. Discussion of relevant flow physics, past experiences with preflight prediction, and future needs, challenges, and opportunities is included. 1.“Facilities and Techniques for Aerodynamic Testing at Transonic Speeds and High Reynolds Number,” AGARD CP-83-71, 1971.

Aerodynamics↗
NASA NTRS2006

IMU/GPS System Provides Position and Attitude Data

A special navigation system is being developed to provide high-quality information on the position and attitude of a moving platform (an aircraft or spacecraft), for use in pointing and stabilization of a hyperspectral remote-sensing system carried aboard the platform. The system also serves to enable synchronization and interpretation of readouts of all onboard sensors. The heart of the system is a commercially available unit, small enough to be held in one hand, that contains an integral combination of an inertial measurement unit (IMU) of the microelectromechanical systems (MEMS) type, Global Positioning System (GPS) receivers, a differential GPS subsystem, and ancillary data-processing subsystems. The system utilizes GPS carrier-phase measurements to generate time data plus highly accurate and continuous data on the position, attitude, rotation, and acceleration of the platform. Relative to prior navigation systems based on IMU and GPS subsystems, this system is smaller, is less expensive, and performs better. Optionally, the system can easily be connected to a laptop computer for demonstration and evaluation. In addition to airborne and spaceborne remote-sensing applications, there are numerous potential terrestrial sensing, measurement, and navigation applications in diverse endeavors that include forestry, environmental monitoring, agriculture, mining, and robotics.

Lin, Ching Fang↗
NASA NTRS1998

Flight Demonstration of Integrated Airport Surface Technologies for Increased Capacity and Safety

A flight demonstration was conducted to address airport surface movement area capacity and safety issues by providing pilots with enhanced situational awareness information. The demonstration presented an integration of several technologies to government and industry representatives. These technologies consisted of an electronic moving map display in the cockpit, a Differential Global Positioning system (DGPS) receiver, a high speed very high frequency (VHF) data link, an Airport Surface Detection Equipment (ASDE-3) radar, and the Airport Movement Area Safety System (AMASS). Aircraft identification was presented to an air traffic controller on an AMASS display. The onboard electronic map included the display of taxi routes, hold instructions, and clearances, which were sent to the aircraft via data link by the controller. The map also displayed the positions of other traffic and warning information, which were sent to the aircraft automatically from the ASDE-3/AMASS system. This paper describes the flight demonstration in detail, along with test results.

Jones, Denise R.↗
NASA NTRS2009

Surface Wind Vector and Rain Rate Observation Capability of Future Hurricane Imaging Radiometer (HIRAD)

The Hurricane Imaging Radiometer (HIRAD) is the next-generation Stepped Frequency Microwave Radiometer (SFMR), and it will offer the capability of simultaneous wide-swath observations of both extreme ocean surface wind vector and strong precipitation from either aircraft (including UAS) or satellite platforms. HIRAD will be a compact, lightweight, low-power instrument with no moving parts that will produce valid wind observations under hurricane conditions when existing microwave sensors (radiometers or scatterometers) are hindered by precipitation. The SFMR i s a proven aircraft remote sensing system for simultaneously observing extreme ocean surface wind speeds and rain rates, including those of major hurricane intensity. The proposed HIRAD instrument advances beyond the current nadir viewing SFMR to an equivalent wide-swath SFMR imager using passive microwave synthetic thinned aperture radiometer technology. The first version of the instrument will be a single polarization system for wind speed and rain rate, with a dual-polarization system to follow for wind vector capability. This sensor will operate over 4-7 GHz (C-band frequencies) where the required tropical cyclone remote sensing physics has been validated by both SFMR and WindSat radiometers. HIRAD incorporates a unique, technologically advanced array antenna and several other technologies successfully demonstrated by NASA s Instrument Incubator Program. A brassboard (laboratory) version of the instrument has been completed and successfully tested in a test chamber. Development of the aircraft instrument is underway, with flight testing planned for the fall of 2009. Preliminary Observing System Simulation Experiments (OSSEs) show that HIRAD will have a significant positive impact on surface wind analyses as either a new aircraft or satellite sensor. New off-nadir data collected in 2008 by SFMR that affirms the ability of this measurement technique to obtain wind speed data at non-zero incidence angle will be presented, as well as data from the brassboard instrument chamber tests.

Miller, Timothy↗
NASA NTRS1973

Doppler compensation by shifting transmitted object frequency within limits

A system and method are disclosed for position locating, deriving centralized air traffic control data, and communicating via voice and digital signals between a multiplicity of remote aircraft, including supersonic transports, and a central station. Such communication takes place through a synchronous satellite relay station. Side tone ranging patterns, as well as the digital and voice signals, are modulated on a carrier transmitted from the central station and received on all of the supersonic transports. Each aircraft communicates with the ground stations via a different frequency multiplexed spectrum. Supersonic transport position is derived from a computer at the central station and supplied to a local air traffic controller. Position is determined in response to variable phase information imposed on the side tones at the aircrafts. Common to all of the side tone techniques is Doppler compensation for the supersonic transport velocity.

Laughlin, C. R., Jr.↗
NASA NTRS2004

Evaluation of Mobile Phone Interference With Aircraft GPS Navigation Systems

This report compiles and analyzes tests that were conducted to measure cell phone spurious emissions in the Global Positioning System (GPS) radio frequency band that could affect the navigation system of an aircraft. The cell phone in question had, as reported to the FAA (Federal Aviation Administration), caused interference to several GPS receivers on-board a small single engine aircraft despite being compliant with data filed at the time with the FCC by the manufacturer. NASA (National Aeronautics and Space Administration) and industry tests show that while there is an emission in the 1575 MHz GPS band due to a specific combination of amplifier output impedance and load impedance that induces instability in the power amplifier, these spurious emissions (i.e., not the intentional transmit signal) are similar to those measured on non-intentionally transmitting devices such as, for example, laptop computers. Additional testing on a wide sample of different commercial cell phones did not result in any emission in the 1575 MHz GPS Band above the noise floor of the measurement receiver.

Pace, Scott↗
NASA NTRS2016

Airport Traffic Conflict Detection and Resolution Algorithm Evaluation

Two conflict detection and resolution (CD&R) algorithms for the terminal maneuvering area (TMA) were evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. One CD&R algorithm, developed at NASA, was designed to enhance surface situation awareness and provide cockpit alerts of potential conflicts during runway, taxi, and low altitude air-to-air operations. The second algorithm, Enhanced Traffic Situation Awareness on the Airport Surface with Indications and Alerts (SURF IA), was designed to increase flight crew awareness of the runway environment and facilitate an appropriate and timely response to potential conflict situations. The purpose of the study was to evaluate the performance of the aircraft-based CD&R algorithms during various runway, taxiway, and low altitude scenarios, multiple levels of CD&R system equipage, and various levels of horizontal position accuracy. Algorithm performance was assessed through various metrics including the collision rate, nuisance and missed alert rate, and alert toggling rate. The data suggests that, in general, alert toggling, nuisance and missed alerts, and unnecessary maneuvering occurred more frequently as the position accuracy was reduced. Collision avoidance was more effective when all of the aircraft were equipped with CD&R and maneuvered to avoid a collision after an alert was issued. In order to reduce the number of unwanted (nuisance) alerts when taxiing across a runway, a buffer is needed between the hold line and the alerting zone so alerts are not generated when an aircraft is behind the hold line. All of the results support RTCA horizontal position accuracy requirements for performing a CD&R function to reduce the likelihood and severity of runway incursions and collisions.

Jones, Denise R.↗
NASA NTRS1978

Flight through thunderstorm outflows

Computer simulation of aircraft landing through thunderstorm gust fronts is carried out. The two-dimensional, nonlinear equations or aircraft motion containing all wind shear terms are solved numerically. The gust front spatial wind field inputs are provided in the form of tabulated experimental data which are coupled with a computer table lookup routine to provide the required wind components and shear at any given position within an approximate 500 m by 1 km vertical plane. The aircraft is considered to enter the wind field at a specified position under trimmed conditions. Both fixed control and automatic control landings are simulated. Flight paths, as well as control inputs necessary to maintain specified trajectories, are presented and discussed for aircraft having characteristics of a DC-8, B-747, augmentor-wing STOL, and a DHC-6.

Frost, W.↗
NASA NTRS1980

Design of a multivariable integrated control for a supersonic propulsion system

An inlet/engine/nozzle integrated control mode for the propulsion system of an advanced supersonic commercial aircraft was studied. Results show that integration of these control functions can result in both operational and performance benefits for the propulsion system. For example, this integrated control mode may make it possible to minimize the use of inlet bypass doors for shock position control. This may be of benefit to the aircraft as a result of minimizing: (1) bypass bleed drag effects; (2) perturbations to the aircraft resulting from the side thrust effect of the bypass bleeds; and (3) potential unstarts of the inlet. A conceptual integrated control mode was developed which makes use of many cross coupling paths between inlet and engine control variables and inlet and engine sensed variables. A multivariable control design technique based upon linear quadratic regulator theory was applied to designing the feedback gains for this control to allow a simulation evaluation of the benefits of the integrated control mode.

Beattie, E. C.↗
NASA NTRS2013

Flight Test Results of an Angle of Attack and Angle of Sideslip Calibration Method Using Output-Error Optimization

As part of a joint partnership between the NASA Aviation Safety Program (AvSP) and the University of Tennessee Space Institute (UTSI), research on advanced air data calibration methods has been in progress. This research was initiated to expand a novel pitot-static calibration method that was developed to allow rapid in-flight calibration for the NASA Airborne Subscale Transport Aircraft Research (AirSTAR) facility. This approach uses Global Positioning System (GPS) technology coupled with modern system identification methods that rapidly computes optimal pressure error models over a range of airspeed with defined confidence bounds. Subscale flight tests demonstrated small 2-σ error bounds with significant reduction in test time compared to other methods. Recent UTSI full scale flight tests have shown airspeed calibrations with the same accuracy or better as the Federal Aviation Administration (FAA) accepted GPS 'four-leg' method in a smaller test area and in less time. The current research was motivated by the desire to extend this method for inflight calibration of angle of attack (AOA) and angle of sideslip (AOS) flow vanes. An instrumented Piper Saratoga research aircraft from the UTSI was used to collect the flight test data and evaluate flight test maneuvers. Results showed that the output-error approach produces good results for flow vane calibration. In addition, maneuvers for pitot-static and flow vane calibration can be integrated to enable simultaneous and efficient testing of each system.

Siu, Marie-Michele↗
NASA NTRS1979

Flight through thunderstorm outflows

Computer simulation of aircraft landing through thunderstorm gust fronts is carried out. The 3 degree-of-freedom, nonlinear equations of aircraft motion for the longitudinal variables containing all two-dimensional wind shear terms are solved numerically. The gust front spatial wind field inputs are provided in the form of tabulated experimental data which are coupled with a computer table lookup routine to provide the required wind components and shear at any given position within an approximate 500 m x 1 km vertical plane. The aircraft is considered to enter the wind field at a specified position under trimmed conditions. Both fixed control and automatic control landings are simulated. Flight paths, as well as control inputs necessary to maintain specified trajectories, are presented and discussed for aircraft having characteristics of a DC-8, B-747, and a DHC-6.

Frost, W.↗
NASA NTRS2002

NASA Runway Incursion Prevention System (RIPS) Dallas-Fort Worth Demonstration Performance Analysis

NASA's Aviation Safety Program Synthetic Vision System project conducted a Runway Incursion Prevention System (RIPS) flight test at the Dallas-Fort Worth International Airport in October 2000. The RIPS research system includes advanced displays, airport surveillance system, data links, positioning system, and alerting algorithms to provide pilots with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warnings of runway incursions. This report describes the aircraft and ground based runway incursion alerting systems and traffic positioning systems (Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B)). A performance analysis of these systems is also presented.

Cassell, Rick↗
DOE OSTI2020

Magnetic Navigation for GPS-Denied Airborne Applications

Most current flight systems are dependent on GPS for navigation. Recently, however, navigation in GPS-denied environments has become an area of intensive research. Additional navigation sensor data can be obtained from visual observations (stars or terrain), inertial measurement units, radar, measurements of the local magnetic field, or perhaps even gravity. Absolute and relative positioning via magnetic field measurements have been shown to be viable in many applications including ground navigation, low altitude aircraft flight, and spaceflight. There is greater variability in the magnetic field over shorter distances when flying at low altitude and in ground applications, leading to more accurate positioning. However, ground-based magnetic navigation is often heavily influenced by man-made structures, especially in urban environments. This is not the case for airborne magnetic navigation since the influence of buildings, roads, etc. is negligible for typical aircraft altitudes. For absolute magnetic navigation, the positioning accuracy decreases as altitude increases for a given vehicle velocity, but the observed time variability in the field can be reclaimed by traveling faster through the field. Thus, navigation accuracy becomes a balance of speed and altitude since the higher altitude can be counterbalanced by higher velocity. To understand these effects quantitatively, we explored various techniques to aid a simulated inertial measurement unit with magnetic information. Using a technique known as two-dimensional magnetic map matching, we simulated the performance of airborne magnetic navigation at fixed speed while varying the altitude, flight direction, magnetometer data collection time, reference magnetic map bias error, and type of trajectory (over land or over ocean).

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
NASA NTRS2023

Strategic Deconfliction of Small Unmanned Aircraft Using Operational Volume Blocks at Crossing Waypoints

In this research, first, analytical case studies are performed to understand the parameters on which the minimum temporal separation between unmanned aircraft at crossing waypoints is dependent for enabling strategic deconfliction. The analytical expressions show that the minimum temporal separation is a function of the length and width of operational volume blocks, the relative positions of the active operational volume blocks, groundspeed of unmanned aircraft, and the incoming crossing angle. Next, the parametric study shows that the impact of the incoming crossing angle on the minimum temporal separation at a crossing waypoint increases with an increase in the width of the operational volume blocks. Finally, simulation studies are performed to understand the impact of operational volume block sizing, on-demand departure rate, minimum departure time separation, and the incoming crossing angle on the average ground delay of unmanned aircraft traveling on two routes with a single crossing waypoint and identical on-demand departure rate. Each unmanned aircraft’s estimated time of arrival at a crossing waypoint is adjusted by introducing a ground delay in departure time; no other controls (e.g., speed adjustments) are applied for strategic deconfliction. Simulation studies show that the impact of the minimum temporal separation at a crossing waypoint on the average ground delay of flights is negligible if the minimum departure time separation is at least two times the minimum temporal separation. Therefore, with an increase in minimum departure time separation at a depot, the impact of increased length of operational volume blocks enclosing the crossing waypoint on the ground delay is offset to an extent.

Operational intent↗