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At least 613 records · Page 34
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Aeronautical satellite antenna steering using magnetic field sensors

Designers of aeronautical satellite terminals are often faced with the problem of steering a directive antenna from an airplane or helicopter. This problem is usually solved by using aircraft orientation information derived from inertial sensors on-board the aircraft in combination with satellite ephemeris information calculated from geographic coordinates. This procedure works well but relies heavily on avionics that are external to the terminal. For the majority of small aircraft and helicopters which will form the bulk of future aeronautical satcom users, such avionics either do not exist or are difficult for the satellite terminal to interface with. At the Communications Research Center (CRC), work has been undertaken to develop techniques that use the geomagnetic field and satellite antenna pointing vectors (both of which are stationary in a local geographical area) to track the position of a satellite relative to a moving platform such as an aircraft. The performance of this technique is examined and a mathematical steering transformation is developed within this paper. Details are given regarding the experimental program that will be undertaken to test the concepts proposed herein.

Sydor, John↗
NASA NTRSDate not supplied

Rolling Horizon with K-Position Search Method for Strategic Deconfliction of Package Delivery UAS

This research focuses on the strategic deconfliction of unmanned aircraft systems (UAS) in an urban package delivery environment with two depots and multiple drop-off locations. Since the formulated mixed-integer nonlinear programming (MINLP) problem is non-deterministic polynomial-time (NP) hard, a heuristic algorithm called "rolling horizon with k-position search (KPS)" is used to compute the departure sequence and scheduled time of departure (STD) of each UAS at a depot, considering temporal constraints at en-route crossing waypoints and depots for strategic deconfliction. The simulation studies show that an increase in the value of k (local neighborhood search) in the KPS reduces the average ground delay at the cost of an increase in the computation time for a given number of UAS, size of the rolling horizon window, and number of depots involved in the local neighborhood search. The studies also show that for a given rolling horizon window, the computation time increases exponentially with an increase in the total number of UAS flights when serial processing the local neighborhood search of KPS (with k > 1) and drops by an order of magnitude upon performing the local neighborhood search of KPS using parallel processing instead of serial processing. The computation time drops with the reduction in air traffic complexity of a scenario for a given number of flights, k (local neighborhood search), and rolling horizon window.

UTM↗
NASA NTRSDate not supplied

VFR Trajectory Forecasting using Deep Generative Model for Autonomous Airspace Operations

To enable the airspace integration of autonomous operations, such as uncrewed aircraft conducting cargo deliveries, there is a need to forecast the positions of the surrounding traffic with which they may interact. This paper focuses on forecasting Visual Flight Rules traffic, a significant source of uncertainty and risk in the airspace, especially around small regional airports, due to the unplanned and often untracked nature of such flights. A deep generative model is developed, trained on historical traffic data at example towered and non-towered airports, and used to predict flight trajectories. Experimental results are presented comparing the performance of variational autoencoder and classical machine learning forecasting when applied to both the towered and non-towered airports over varying time horizons. The results show the advantages of the variational autoencoder in producing accurate probabilistic forecasts over varying time horizons.

uncrewed aircraft↗
NASA NTRSDate not supplied

VFR Trajectory Forecasting using Deep Generative Model for Autonomous Airspace Operations

To enable the airspace integration of autonomous operations, such as uncrewed aircraft conducting cargo deliveries, there is a need to forecast the positions of the surrounding traffic with which they may interact. This paper focuses on forecasting Visual Flight Rules traffic, a significant source of uncertainty and risk in the airspace, especially around small regional airports, due to the unplanned and often untracked nature of such flights. A deep generative model is developed, trained on historical traffic data at example towered and non-towered airports, and used to predict flight trajectories. Experimental results are presented comparing the performance of variational autoencoder and classical machine learning forecasting when applied to both the towered and non-towered airports over varying time horizons. The results show the advantages of the variational autoencoder in producing accurate probabilistic forecasts over varying time horizons.

uncrewed aircraft↗
NASA NTRS2002

Progress Toward Generation of a Navier-Stokes Database for a Harrier in Ground Effect

The Harrier YAV-8B aircraft is capable of vertical and short-field take-off and landing (V/STOL) by directing its four exhaust nozzles toward the ground, or conventional flight by rotating its nozzles into a horizontal position. The British Royal Air Force and the United States Marine Corps have used this aircraft for more than 30 years to provide a quick reaction time for troop support, and reduce the need for long runways. The success of this powered-lift (PL) vehicle has also prompted the more recent design of the Joint Strike Fighter (JSF). However there are significant safety issues that must be addressed when operating a PL vehicle in close proximity to the ground. Hot Gas Ingestion (HGI) by the inlets can result in a rapid loss of powered lift; and high-speed jet flows along the ground plane can induce low pressures underneath the vehicle, causing a 'suck-down' effect. Under these conditions, departure from controlled flight may occur. Moreover, unsteady ground vortices and jet fountains can affect the aircraft,s controllability and its proximity to ground troops. The viscous, time-dependent flow fields of PL vehicles are difficult to accurately and efficiently predict using Computational Fluid Dynamics (CFD). A number of researchers have used the time-dependent Reynolds-averaged Navier-Stokes (RANS) equations to compute flows for single and multiple jets in a cross-flow. A few have added some geometric complexity to the problem by computing flows for jet-augmented delta wings near a ground plane. Smith et.al. computed for the first time a single RANS solution about a simplified Harrier. This geometry included a fuselage, wing, leading edge root extension (LERX), inlets, and exhaust nozzles. All of these investigations cite two practical problems with computing these flows: 1) the need for improved solution accuracy; and, 2) the need for faster solution methods. We view the need for faster solution methods as key to improving the solution accuracy and making this class of computation more routine. One can hardly refine grids, explore the use of advanced turbulence models, and generate databases when it takes weeks of dedicated computer time for a single solution. Chaderjian, Ahmad, Pandya, and Murman have focused on reducing the time-to-solution for this very difficult and complex problem through process automation and exploitation of parallel computing. They began with the Harrier geometry reported, and added a deflected wing flap and empennage for greater realism. To date more than 80 solutions have been carried out. This paper will describe this process and progress made in reducing the time required to generate a simple longitudinal force and moment database for a Harrier in ground effect. It shows a typical snap-shot from an unsteady streakline animation, where fluid particles are colored by temperature. The ground vortex and a jet-fountain vortex are highlighted. It also shows a similar streakline image, where HGI occurs due to the vehicle in close proximity to the ground. It is show the mean lift coefficient as a function of angle of attack and height. The angle of attack range was 4 deg less than or = alpha less than or = 10 deg with an increment of 1 degree, and the height range was 10 ft less than or = h less than or = 30ft with an increment of 5 feet. This 35 solution database was extended to over 2500 cases using a monotone cubic-spline interpolation procedure. The suck-down effect (reduction of lift near the ground) is highlighted in the figure. The "cushion effect," the conventional reduction of lift as the vehicle moves out of ground effect, is also indicated. All 35 RANS solutions were obtained using 952 Silicon Graphics Origin 2000 and 3000 processors in dedicated mode for one week. Typically, 112 processors were assigned to each case. Some other cases used fewer processors to utilize all available CPUS. The final paper will report on the automation of the solution process, including: grid generation, job monitoring, solution completion criteria, and post processing. Moreover, improvements in parallel efficiency for a dual time-step algorithm for the RANS equations will also be presented. Results will be discussed in detail using unsteady streakline flow visualization to correlate unsteady flow structures with dominant aerodynamic frequencies. The stability derivatives, CL, and CL, will also be presented.

Chaderjian, Neal M.↗
NASA NTRS1991

Coherent lidar airborne windshear sensor - Performance evaluation

As part of the NASA/FAA National Integrated Windshear Program, a measurable windshear hazard index has been defined that can be remotely sensed from an aircraft, to give the pilot information about the wind conditions along the flight path. A technology analysis and end-to-end performance simulation measuring signal-to-noise ratios and resulting wind velocity errors for competing coherent laser radar (lidar) systems have been carried out. The results show that a Ho:YAG lidar at a wavelength of 2.1 microns and a CO2 lidar at 10.6 microns can give the pilot information about the line-of-sight component of a windshear threat from his present position to a region extending 2-4 km in front of the aircraft. This constitutes a warning time of 20-40 s, even in conditions of moderately heavy precipitation.

Targ, Russell↗
NASA NTRS1972

Preliminary noise tests of the engine-over-the-wing concept. 2: 10 deg - 20 deg flap position

Preliminary acoustic tests of the engine-over-the-wing concept as a method for reducing the aerodynamic noise created by conventional and short takeoff aircraft are discussed. Tests were conducted with a small wing section model having two flaps which can be set for either the landing or takeoff positions. Data was acquired with the flaps set at 10 degrees and 20 degrees for takeoff and 30 and 60 degrees for landing. The engine exhaust was simulated by an air jet from a convergent nozzle. Far field noise data are presented for nominal pressure ratios of 1.25, 1.4 and 1.7 for both the flyover and sideline modes.

Reshotko, M.↗
NASA NTRS2008

Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. cones ) of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of Maximum Eye Movement. However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of Easy Eye Movement, though all were within the cone of Maximum Eye Movement. All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Most instrument displays in conventional aircraft lay within the cone of Easy Eye Movement, though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight. The learning objectives include: 1) Know three physiologic cones of eye/head movement; 2) Understand how instrument displays comply with these design principles in conventional aircraft and an uninhabited aerial vehicle system. Which of the following is NOT a recognized physiologic principle of instrument display design? Cone of Easy Eye Movement 2) Cone of Binocular Eye Movement 3) Cone of Maximum Eye Movement 4) Cone of Head Movement 5) None of the above. Answer: # 2) Cone of Binocular Eye Movement

Kamine, Tovy Haber↗
NASA NTRS1979

Cockpit displays of traffic information: Airline pilots opinions about content, symbology, and format

A number of candidate computer-generated cockpit displays of traffic information (CDTI) displays and display options were simulated statically and were shown to 23 airline pilots who were asked to respond to more than 250 questions about them. The pilots indicated that the amount and complexity of navigation information displayed should increase with altitude and map scale. Terrain information should appear automatically if a pilot's own aircraft descends below the minimum safe altitude and should include only those obstruction within 2,000 ft or less. Few pilots that weather information should be displayed on a CDTI, but if it was, it should be at pilot request only. A chevron-shaped symbol, located so that the majority of the map area was ahead was preferred. The position, altitude, ground speed, ground track, weight class, and flightpath history of other aircraft should be presented graphically by coding the shape of the symbol for other aircraft or presented digitally in data tags displayed at pilot request. All pilots thought that color coding was necessary to recognize different categories of information quickly and accurately. The majority of pilots felt that a CDTI would provide useful information even though its presence might increase their workload somewhat particularly during its introductory stages.

Hart, S. G.↗
NASA NTRS1988

Windshear avoidance - Requirements and proposed system for airborne lidar detection

A generalized windshear hazard index is derived from considerations of wind conditions and an aircraft's present and potential altitude. Based on a systems approach to the windshear threat, lidar appears to be a viable methodology for windshear detection and avoidance, even in conditions of moderately heavy precipitation. The airborne CO2 and Ho:YAG lidar windshear detection systems analyzed can each give the pilot information about the line-of-sight component of windshear threat from his present position to a region extending 1 to 3 km in front of the aircraft. This constitutes a warning time of 15 to 45 s. The technology necessary to design, build and test such a brassboard 10.6-micron CO2 lidar is at hand.

Targ, Russell↗
NASA NTRS2004

Positioning System Accuracy Assessment for the Runway Incursion Prevention System Flight Test at the Dallas/Ft. Worth International Airport

NASA/Langley Research Center collaborated with the Federal Aviation Administration (FAA) to test a Runway Incursion Prevention System (RIPS) at the Dallas Fort Worth International Airport (DFW) in October 2000. The RIPS combines airborne and ground sensor data with various cockpit displays to improve pilots' awareness of traffic conditions on the airport surface. The systems tested at DFW involved surface radar and data systems that gather and send surface traffic information to a research aircraft outfitted with the RIPS software, cockpit displays, and data link transceivers. The data sent to the airborne systems contained identification and GPS location of traffic. This information was compared with the own-ship location from airborne GPS receivers to generate incursion alerts. A total of 93 test tracks were flown while operating RIPS. This report compares the accuracy of the airborne GPS systems that gave the own-ship position of the research aircraft for the 93 test tracks.

Quach, Cuong C.↗
NASA NTRS2015

Biomimetic Optical Sensor for Real-Time Aircraft Wing Deflection Measurement

Reducing the environmental impact of aviation is a primary goal of NASA aeronautics research. One approach to achieve this goal is to build lighter weight aircraft, which presents complex challenges due to a corresponding increase in structural flexibility. Wing flexibility can adversely affect aircraft performance from the perspective of aerodynamic efficiency and safety. Knowledge of the wing position during flight can aid active control methods designed to mitigate problems due to increased wing flexibility. Current approaches to measuring wing deflection, including strain measurement devices, accelerometers, or GPS solutions, and new technologies such as fiber optic strain sensors, have limitations for their practical application to flexible aircraft control. Hence, it was proposed to use a bio-mimetic optical sensor based on the fly-eye to track wing deflection in real-time. The fly-eye sensor has several advantages over conventional sensors used for this application, including light weight, low power requirements, fast computation, and a small form factor. This paper reports on the fly-eye sensor development and its application to real-time wing deflection measurement.

Frost, Susan A.↗
NASA NTRS1992

NASA Sea Ice Validation Program for the Defense Meteorological Satellite Program Special Sensor Microwave Imager

The history of the program is described along with the SSM/I sensor, including its calibration and geolocation correction procedures used by NASA, SSM/I data flow, and the NASA program to distribute polar gridded SSM/I radiances and sea ice concentrations (SIC) on CD-ROMs. Following a discussion of the NASA algorithm used to convert SSM/I radiances to SICs, results of 95 SSM/I-MSS Landsat IC comparisons for regions in both the Arctic and the Antarctic are presented. The Landsat comparisons show that the overall algorithm accuracy under winter conditions is 7 pct. on average with 4 pct. negative bias. Next, high resolution active and passive microwave image mosaics from coordinated NASA and Navy aircraft underflights over regions of the Beaufort and Chukchi seas in March 1988 were used to show that the algorithm multiyear IC accuracy is 11 pct. on average with a positive bias of 12 pct. Ice edge crossings of the Bering Sea by the NASA DC-8 aircraft were used to show that the SSM/I 15 pct. ice concentration contour corresponds best to the location of the initial bands at the ice edge. Finally, a summary of results and recommendations for improving the SIC retrievals from spaceborne radiometers are provided.

Cavalieri, Donald J.↗
NASA NTRS1983

Lateral runway approach guidance using Loran-C

The design and flight test of a lateral guidance system for flying approaches to a runway by general aviation aircraft are examined. The issue is whether or not good dynamic response can be obtained by exploiting the repeatable accuracy of Loran-C position data and combining it with heading rate data. The pilot needs cross pointer displays so he can keep the aircraft within approx. 75 feet of the runway centerline at approach speeds typical of general aviation aircraft.

Simpson, R. W.↗
NASA NTRS1999

Hurricane Directional Wave Spectrum Spatial Variation in the Open Ocean

The sea surface directional wave spectrum was measured for the first time in all quadrants of a hurricane in open water using the NASA airborne scanning radar altimeter (SRA) carried aboard one of the NOAA WP-3D hurricane hunter aircraft at 1.5 km height. The SRA measures the energetic portion of the directional wave spectrum by generating a topographic map of the sea surface. At 8 Hz, the SRA sweeps a radar beam of 1 deg half-power width (two-way) across the aircraft ground track over a swath equal to 0. 8 of the aircraft height, simultaneously measuring the backscattered power at its 36 GHz (8.3 mm) operating frequency and the range to the sea surface at 64 positions. These slant ranges are multiplied by the cosine of the incidence angles to determine the vertical distances from the aircraft to the sea surface. Subtracting these distances from the aircraft height produces the sea surface elevation map. The sea surface topography is interpolated to a uniform grid, transformed by a two-dimensional FFT, and Doppler corrected. The data presented were acquired on 24 August 1998 when hurricane Bonnie was east of the Bahamas and moving slowly to the north. Wave heights up to 18 m were observed and the spatial variation of the wave field was dramatic. The dominant waves generally propagated at significant angles to the downwind direction and at times there were wave fields traveling at right angles to each other. The NOAA aircraft spent over five hours within 180 km of the hurricane Bonnie eye, and made five eye penetrations. A 2-minute animation of the directional wave spectrum spatial variation over this period will be shown.

Wright, C. W.↗
NASA NTRS1990

Vertical-velocity skewness in the marine stratus-topped boundary layer

Vertical-velocity skewness, S(sub w), in a turbulent flow is important in several regards. S(sub w) is indicative of the structure of the motion when it is positive, updrafts are narrower and stronger than surrounding downdrafts, and vice versa. Aircraft measurements often suggest cool, narrow downdrafts at some distance below the stratus cloud top, indicating a negative S(sub w) (Nicholls and Leighton, 1986). This seems natural as the turbulence within the stratus-topped boundary layer (CTBL) is driven mainly by the radiative cooling at the cloud top (although sometimes surface heating can also play a major role). One expects intuitively (e.g., Nicolls, 1984) that, in the situations where cloud-top cooling and surface heating coexist, the turbulence statistics in the upper part of the CTBL are influenced more by the cloud-top cooling, while those in the lower part, more by the surface heating. Thus one expects negative S(sub w) in the upper part, and positive in the lower part, in this case. In contradistinction, large-eddy simulations (LES) of the CTBL show just the opposite: the S(sub w) is positive in the upper part and negative in the lower part of the layer. To understand the nature of vertical-velocity skewness, the simplest type of buoyancy-driven turbulence (turbulent Rayleigh-Benard convection) is studied through direct numerical simulation.

Moeng, Chin-Hoh↗
NASA NTRS2000

Reconfigurable Flight Control Using Nonlinear Dynamic Inversion with a Special Accelerometer Implementation

This paper presents an approach to on-line control design for aircraft that have suffered either actuator failure, missing effector surfaces, surface damage, or any combination. The approach is based on a modified version of nonlinear dynamic inversion. The approach does not require a model of the baseline vehicle (effectors at zero deflection), but does require feedback of accelerations and effector positions. Implementation issues are addressed and the method is demonstrated on an advanced tailless aircraft. An experimental simulation analysis tool is used to directly evaluate the nonlinear system's stability robustness.

Bacon, Barton J.↗
NASA NTRS1985

A.I.-based real-time support for high performance aircraft operations

Artificial intelligence (AI) based software and hardware concepts are applied to the handling system malfunctions during flight tests. A representation of malfunction procedure logic using Boolean normal forms are presented. The representation facilitates the automation of malfunction procedures and provides easy testing for the embedded rules. It also forms a potential basis for a parallel implementation in logic hardware. The extraction of logic control rules, from dynamic simulation and their adaptive revision after partial failure are examined. It uses a simplified 2-dimensional aircraft model with a controller that adaptively extracts control rules for directional thrust that satisfies a navigational goal without exceeding pre-established position and velocity limits. Failure recovery (rule adjusting) is examined after partial actuator failure. While this experiment was performed with primitive aircraft and mission models, it illustrates an important paradigm and provided complexity extrapolations for the proposed extraction of expertise from simulation, as discussed. The use of relaxation and inexact reasoning in expert systems was also investigated.

Vidal, J. J.↗