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An inexpensive data/command entry and display system is documented. This system is designed to operate in place of a separate ASC2 terminal. The software to interface this unit to the 6502 based navigation receiver is also described.
The launch of a laser communication transmitter package into geosynchronous Earth orbit onboard the Advanced Communications Technology Satellite (ACTS) will present an excellent opportunity for the experimental reception of laser communication signals transmitted from a space orbit. The ACTS laser package includes both a heterodyne transmitter (Lincoln Labs design) and a direct detection transmitter (Goddard Space Flight Center design) with both sharing some common optical components. NASA Lewis Research Center's Space Electronics Division is planning to perform a space communication experiment utilizing the GSFC direct detection laser transceiver. The laser receiver will be installed within an aircraft provided with a glass port for the reception of the signal. This paper describes the experiment and the approach to performing such an experiment. Described are the constraints placed on the NASA Lewis experiment by the performance parameters of the laser transmitter and by the ACTS spacecraft operations. The conceptual design of the receiving terminal is given; also included is the anticipated capability of the detector.
Recent results are reviewed from studies of ice dynamics that relate to the objectives of the West Antarctic Ice Sheet initiative. The large amount of knowledge gained is emphasized. The best evidence shows that the ice sheet in West Antarctic is the most rapidly changing ice sheet on earth today. Its rate of change is much faster than most glaciologists had expected and it is changing in a manner much more complex than foreseen. It appears that the changes have two broad causes: a delayed but ongoing response to the termination of the last glaciation about 10,000 years ago; and automatic, internally caused flow adjustments. It is not fully known why the response to the last global termination is so delayed, nor is the operation of internal instabilities understood, and certainly the position has not yet been attained to predict the future course of the evolution of the ice sheet.
A design concept for a Shape Memory Alloy (SMA) actuated hinge mechanism for deploying segmented facet-type reflector surfaces on antenna truss structures is presented. The mechanism uses nitinol, a nickel-titanium shape memory alloy, as a displacement-force micro-actuator. An electrical current is used to resistively heat a 'plastically' elongated SMA actuator wire, causing it to contract in response to a thermally-induced phase transformation. The resulting tension creates a moment, imparting rotary motion between two adjacent panels. Mechanical stops are designed into the device to limit its range of motion and to establish positioning accuracy at the termination of deployment. The concept and its operation are discussed in detail, and an analytical dynamic simulation model is presented. The model has been used to perform nondimensionalized parametric design studies.
The development and commercial application of high power diode laser arrays for use as solid-state laser pumps is described. Such solid-state laser pumps are significantly more efficient and reliable than conventional flash-lamps. This paper describes the design and fabrication of diode lasers emitting in the 780 - 900 nm spectral region, and discusses their performance and reliability. Typical measured performance parameters include electrical-to-optical power conversion efficiencies of 50 percent, narrow-band spectral emission of 2 to 3 nm FWHM, pulsed output power levels of 50 watts/bar with reliability values of over 2 billion shots to date (tests to be terminated after 10 billion shots), and reliable operation to pulse lengths of 1 ms. Pulse lengths up to 5 ms have been demonstrated at derated power levels, and CW performance at various power levels has been evaluated in a 'bar-in-groove' laser package. These high-power 1-cm stacked-bar arrays are now being manufactured for OEM use. Individual diode laser bars, ready for package-mounting by OEM customers, are being sold as commodity items. Commercial and medical applications of these laser arrays include solid-state laser pumping for metal-working, cutting, industrial measurement and control, ranging, wind-shear/atmospheric turbulence detection, X-ray generation, materials surface cleaning, microsurgery, ophthalmology, dermatology, and dental procedures.
This paper presents a theory for quantum light propagation in a single-mode fiber which includes the effects of the Kerr nonlinearity, group-velocity dispersion, and linear loss. The theory reproduces the results of classical self-phase modulation, quantum four-wave mixing, and classical solution physics, within their respective regions of validity. It demonstrates the crucial role played by the Kerr-effect material time constant, in limiting the quantum phase shifts caused by the broadband zero-point fluctuations that accompany any quantized input field. Operator moment equations - approximated, numerically, via a terminated cumulant expansion - are used to obtain results for homodyne-measurement noise spectra when dispersion is negligible. More complicated forms of these equations can be used to incorporate dispersion into the noise calculations.
The mission of High-Lift Technology is to develop technology allowing the design of practical high lift concepts for the High-Speed Civil Transport (HSCT) in order to: 1) operate safely and efficiently; and 2) reduce terminal control area and community noise. In fulfilling this mission, close and continuous coordination will be maintained with other High-Speed Research (HSR) technology elements in order to support optimization of the overall airplane (rather than just the high lift system).
A General Overview of NASA Advanced Transportation Technologies Program is presented. The contents include: 1) Center-TRACON Automation System (CTAS) which provides automation tools to assist air traffic controllers in planning and controlling air traffic arriving into major airports; 2) Surface Movement Advisor (SMA) for expediting and optimizing aircraft operations on the airport surface; and 3) Terminal Area Productivity Program (TAP), which is aimed at improving airport throughput in instrument meteorological conditions to match that attainable in clear weather.
Nearly 40 years have passed since the last Apollo missions investigated the mysteries of the lunar atmosphere and the question of levitated lunar dust. The most important questions remain: what is the composition, structure and variability of the tenuous lunar exosphere? What are its origins, transport mechanisms, and loss processes? Is lofted lunar dust the cause of the horizon glow observed by the Surveyor missions and Apollo astronauts? How does such levitated dust arise and move, what is its density, and what is its ultimate fate? The US National Academy of Sciences/National Research Council decadal surveys and the recent "Scientific Context for Exploration of the Moon" (SCEM) reports have identified studies of the pristine state of the lunar atmosphere and dust environment as among the leading priorities for future lunar science missions. These measurements have become particularly important since recent observations by the Lunar Crater Observation and Sensing Satellite (LCROSS) mission point to significant amounts of water and other volatiles sequestered within polar lunar cold traps. Moreover Chandrayaan/M3, EPOXI and Cassini/VIMS have identified molecular water and hydroxyl on lunar surface regolith grains. Variability in concentration suggests these species are likely to be present in the exosphere, and thus constitute a source for the cold traps. NASA s Lunar Atmosphere and Dust Environment Explorer (LADEE) is currently under development to address these goals. LADEE will determine the composition of the lunar atmosphere and investigate the processes that control its distribution and variability, including sources, sinks, and surface interactions. LADEE will also determine whether dust is present in the lunar exosphere, and reveal its sources and variability. LADEE s results are relevant to surface boundary exospheres and dust processes throughout the solar system, will address questions regarding the origin and evolution of lunar volatiles, and will have implications for future exploration activities. LADEE will be the first mission based on the Ames Common Bus design. LADEE employs a high heritage instrument payload: a Neutral Mass Spectrometer (NMS), an Ultraviolet/Visible Spectrometer (UVS), and the Lunar Dust Experiment (LDEX). It will also carry a space terminal as part of the Lunar Laser Communication Demonstration (LLCD), which is a technology demonstration. LLCD will also supply a ground terminal. LLCD is funded by the Space Operations Mission Directorate (SOMD), managed by GSFC, and built by MIT Lincoln Lab. NMS was directed to the Goddard Space Flight Center (GSFC) and UVS to Ames Research Center (ARC). LDEX was selected through the Stand Alone Missions of Opportunity Notice (SALMON) Acquisition Process, and is provided by the University of Colorado at Boulder. The LADEE NMS covers a m/z range of 2-150 and draws its design from mass spectrometers developed at GSFC for the MSL/SAM, Cassini Orbiter, CONTOUR, and MAVEN missions. The UVS instrument is a next-generation, high-reliability version of the LCROSS UV-Vis spectrometer, spanning 250-800 nm wavelength, with high (<1 nm) spectral resolution. UVS will also perform dust occultation measurements via a solar viewer optic. LDEX senses dust impacts in situ, at LADEE orbital altitudes of 50 km and below, with a particle size range of between 100 nm and 5 micron. Dust particle impacts on a large hemispherical target create electron and ion pairs. The latter are focused and accelerated in an electric field and detected at a microchannel plate. LADEE is an important part of NASA s portfolio of near-term lunar missions; launch is planned for May, 2013. The lunar atmosphere is the most accessible example of a surface boundary exosphere, and may reveal the sources and cycling of volatiles. Dynamic dust activity must be accounted for in the design and operation of lunar surface operations.
Heinz Erzberger never thought the sky was falling, but he knew it could benefit from enhanced traffic control. Throughout the 1990s, Erzberger led a team at Ames Research Center to develop a suite of automated tools to reduce restrictions and improve the efficiency of air traffic control operations. Called CTAS, or Center-TRACON (Terminal Radar Approach Control) Automation System, the software won NASA s Software of the Year award in 1998, and one of the tools in the suite - the traffic management advisor - was adopted by the Federal Aviation Administration and implemented at traffic control centers across the United States. Another one of the tools, Direct-To, has followed a different path. The idea behind Direct-To, explains Erzberger, a senior scientist at Ames, was that airlines could save fuel and money by shortening the routes they flew between take-off and landing. Aircraft are often limited to following established airways comprised of inefficient route segments. The routes are not easily adjusted because neither the pilot nor the aircraft controller can anticipate the constantly changing air traffic situation. To make the routes more direct while in flight, Erzberger came up with an idea for a software algorithm that could automatically examine air traffic in real-time, check to see if a shortcut was available, and then check for conflicts. If there were no conflicts and the shortcut saved more than 1 minute of flight time, the controller could be notified. "I was trying to figure out what goes on in the pilot and controller s minds when they decide to guide the aircraft in a certain way. That resulted in a different kind analysis," Erzberger says. As the engineer s idea went from theory to practice, in 2001, NASA demonstrated Direct-To in the airspace of Dallas-Ft. Worth. Estimations based on the demonstration found the technology was capable of saving 900 flying minutes per day for the aircraft in the test area.
A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) to evaluate the ability to safely conduct surface trajectory-based operations (STBO) by assessing the impact of providing traffic intent information, conflict detection and resolution (CD&R) system capability, and the display of STBO guidance to the flight crew on both head-down and head-up displays (HUD). Nominal and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The flight crews met their required time-of-arrival at route end within 10 seconds on 98 percent of the trials, well within the acceptable performance bounds of 15 seconds. Traffic intent information was found to be useful in determining the intent of conflict traffic, with graphical presentation preferred. The CD&R system was only minimally effective during STBO because the prevailing visibility was sufficient for visual detection of incurring traffic. Overall, the pilots indicated STBO increased general situation awareness but also negatively impacted workload, reduced the ability to watch for other traffic, and increased head-down time.
The Next Generation Air Transportation System (NextGen) concept proposes many revolutionary operational concepts and technologies, such as display of traffic information and movements, airport moving maps (AMM), and proactive alerts of runway incursions and surface traffic conflicts, to deliver an overall increase in system capacity and safety. A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center to evaluate the ability to conduct safe and efficient airport surface operations while utilizing an AMM displaying traffic of various position accuracies as well as the effect of traffic position accuracy on airport conflict detection and resolution (CD&R) capability. Nominal scenarios and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The data suggest that all traffic should be shown on the airport moving map, whether qualified or unqualified, and conflict detection and resolution technologies provide significant safety benefits. Despite the presence of traffic information on the map, collisions or near collisions still occurred; when indications or alerts were generated in these same scenarios, the incidences were averted.
This paper describes the background, method and results of the Arrival Metering Precision Study (AMPS) conducted in the Airspace Operations Laboratory at NASA Ames Research Center in May 2014. The simulation study measured delivery accuracy, flight efficiency, controller workload, and acceptability of time-based metering operations to a meter fix at the terminal area boundary for different resolution levels of metering delay times displayed to the air traffic controllers and different levels of airspeed information made available to the Time-Based Flow Management (TBFM) system computing the delay. The results show that the resolution of the delay countdown timer (DCT) on the controllers display has a significant impact on the delivery accuracy at the meter fix. Using the 10 seconds rounded and 1 minute rounded DCT resolutions resulted in more accurate delivery than 1 minute truncated and were preferred by the controllers. Using the speeds the controllers entered into the fourth line of the data tag to update the delay computation in TBFM in high and low altitude sectors increased air traffic control efficiency and reduced fuel burn for arriving aircraft during time based metering.
The FAA and NASA conducted an Operational Integration Assessment (OIA) of a prototype Terminal Sequencing and Spacing (formerly TSS, now TSAS) system at the FAA's William J. Hughes Technical Center (WJHTC). The OIA took approximately one year to plan and execute, culminating in a formal data collection, referred to as the Run for Record, from May 12-21, 2015. This report presents quantitative and qualitative results from the Run for Record.
The Next Generation Air Transportation System (NextGen) vision proposes many revolutionary operational concepts, such as surface trajectory-based operations (STBO) and technologies, including display of traffic information and movements, airport moving maps (AMM), and proactive alerts of runway incursions and surface traffic conflicts, to deliver an overall increase in system capacity and safety. A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center to evaluate the ability of a flight crew to conduct safe and efficient airport surface operations while utilizing an AMM. Position accuracy of traffic was varied, and the effect of traffic position accuracy on airport conflict detection and resolution (CD&R) capability was measured. Another goal was to evaluate the crew's ability to safely conduct STBO by assessing the impact of providing traffic intent information, CD&R system capability, and the display of STBO guidance to the flight crew on both head-down and head-up displays (HUD). Nominal scenarios and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The data suggest that all traffic should be shown on the airport moving map, whether qualified or unqualified, and conflict detection and resolution technologies provide significant safety benefits. Despite the presence of traffic information on the map, collisions or near-collisions still occurred; when indications or alerts were generated in these same scenarios, the incidents were averted. During the STBO testing, the flight crews met their required time-of-arrival at route end within 10 seconds on 98 percent of the trials, well within the acceptable performance bounds of 15 seconds. Traffic intent information was found to be useful in determining the intent of conflicting traffic, with graphical presentation preferred. The CD&R system was only minimally effective during STBO because the prevailing visibility was sufficient for visual detection of conflicting traffic. Overall, the pilots indicated STBO increased general situation awareness but also negatively impacted workload, reduced the ability to watch for other traffic, and increased head-down time.
Modifications to an existing radiofrequency telescope are described which would enable it to operate as an R&D optical receiver terminal for deep-space communications. The low overall cost of the telescope is due to the unique process of fabricating the 10.4 meter primary mirror and its support structure, the lightweight of the primary (10-11 kg/m 2 ), and the requirement that the telescope act only as a photon bucket, which lowers the cost of optically figuring and polishing the mirror. The entrie optical ground terminal facility is estimated to cost approximately $10M to construct.
The unique requirements placed on an optical fiber data system in space are briefly reviewed in this paper. These include temperature extremes, particle radiation, and, in some cases, a stringent electrical power budget. An overriding need is for the best possible reliability. Results related to the power consumption of a fiber terminal pair are reported, with the conclusion that a 32-port transmission star bus configuration could be operated error-free at 10 Mbits/s on 1/8 watt per transmitting terminal. The design of a transmitter terminal optimized for low idling power consumption is discussed. Although the electronic elements on a spacecraft are protected, the fiber cable may be subjected to large temperature extremes. Measured effects of temperature on fibers and cables are discussed and related to bus design. Radiation effects are briefly reviewed, with special reference to the long-duration low dose rate environment of a spacecraft.
The Earth Observing System (EOS) is planned as a space-based measurement system, earth-science research program, and data and information system (EOSDIS). It will consist of several high data rate spacecraft with multiple earth sensing instruments which provide investigators with a thorough, longterm view of the earth's environment. Up to seven spacecraft may be supported at once, either in operational, checkout, or testing phases; and the average data rate from the EOS satellites in orbit at any one time is expected to be from 18 to 60 Mbps. Providing the data processing and flight operations support for EOS will be the EOSDIS Core System (ECS). The ECS will command and control the spacecraft; process and store the EOS data; provide access to the data for years; and support researchers. The data processing aspects of the ECS consist of a collection of Distributed Active Archive Centers (DAAC's) which perform the product generation, data archive and distribution, and information management services. Flight operations aspects will be provided by the EOS Operations Center, by instrument control centers, and by widely distributed instrument support terminals. The communications and system management aspects will be provided by the EOSDIS Science Network and the System Management Center. In addition to the EOS satellite data, other data sets from earlier earth science missions are also to be added to designated DAAC's. Other ground data systems which will provide support to EOS for acquiring, transporting, processing, and distributing the transformed spacecraft data are currently being defined or are being upgraded for the EOS era. These systems include the Space Network consisting of the Tracking and Data Relay Satellite System (TDRSS), the TDRSS Ground Terminals, and the Network Control Center as well as the night Dynamics Facility, the EOS Data and Operations System, and EOS Communications. This paper briefly describes data handling by the ECS, the support data systems, their interfaces, and their roles.