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At least 73 records · Page 4

Performance analysis of a fault inferring nonlinear detection system algorithm with integrated avionics flight data

This paper presents the performance analysis results of a fault inferring nonlinear detection system (FINDS) using integrated avionics sensor flight data for the NASA ATOPS B-737 aircraft in a Microwave Landing System (MLS) environment. First, an overview of the FINDS algorithm structure is given. Then, aircraft state estimate time histories and statistics for the flight data sensors are discussed. This is followed by an explanation of modifications made to the detection and decision functions in FINDS to improve false alarm and failure detection performance. Next, the failure detection and false alarm performance of the FINDS algorithm are analyzed by injecting bias failures into fourteen sensor outputs over six repetitive runs of the five minutes of flight data. Results indicate that the detection speed, failure level estimation, and false alarm performance show a marked improvement over the previously reported simulation runs. In agreement with earlier results, detection speed is faster for filter measurement sensors such as MLS than for filter input sensors such as flight control accelerometers. Finally, the progress in modifications of the FINDS algorithm design to accommodate flight computer constraints is discussed.

Caglayan, A. K.

Launch vehicle aerodynamic data base development comparison with flight data

The aerodynamic development plan for the Space Shuttle integrated vehicle had three major objectives. The first objective was to support the evolution of the basic configuration by establishing aerodynamic impacts to various candidate configurations. The second objective was to provide continuing evaluation of the basic aerodynamic characteristics in order to bring about a mature data base. The third task was development of the element and component aerodynamic characteristics and distributed air loads data to support structural loads analyses. The complexity of the configurations rendered conventional analytic methods of little use and therefore required extensive wind tunnel testing of detailed complex models. However, the ground testing and analyses did not predict the aerodynamic characteristics that were extracted from the Space Shuttle flight test program. Future programs that involve the use of vehicles similar to the Space Shuttle should be concerned with the complex flow fields characteristics of these types of complex configurations.

Hamilton, J. T.

Supporting flight data analysis for Space Shuttle Orbiter experiments at NASA Ames Research Center

The space shuttle orbiter experiments program is responsible for collecting flight data to extend the research and technology base for future aerospace vehicle design. The infrared imagery of shuttle (IRIS), catalytic surface effects, and tile gap heating experiments sponsored by Ames Research Center are part of this program. The software required to process the flight data which support these experiments is described. In addition, data analysis techniques, developed in support of the IRIS experiment, are discussed. Using the flight data base, the techniques provide information useful in analyzing and correcting problems with the experiment, and in interpreting the IRIS image obtained during the entry of the third shuttle mission.

Green, M. J.

Supporting flight data analysis for Space Shuttle Orbiter Experiments at NASA Ames Research Center

The Space Shuttle Orbiter Experiments program in responsible for collecting flight data to extend the research and technology base for future aerospace vehicle design. The Infrared Imagery of Shuttle (IRIS), Catalytic Surface Effects, and Tile Gap Heating experiments sponsored by Ames Research Center are part of this program. The paper describes the software required to process the flight data which support these experiments. In addition, data analysis techniques, developed in support of the IRIS experiment, are discussed. Using the flight data base, the techniques have provided information useful in analyzing and correcting problems with the experiment, and in interpreting the IRIS image obtained during the entry of the third Shuttle mission.

Green, M. J.

BOLT-2 Roughness Side Flight Data Results and Analysis

This report provides an in-depth review of the flight data obtained from Side B, also known as the roughness side, of BOLT-2, which was developed and designed to measure the effectiveness of boundary layer trips at hypersonic conditions. Three discrete-roughness trips were implemented on Side B at specific locations, with the necessary sensor layout, to investigate the flight conditions at which they no longer maintained turbulence behind them. All three trips were the same type that were scaled and sized based on predictions of local boundary layer thicknesses to provide the same level of effectiveness. One trip was on the vehicle centerline, where the boundary layer is relatively thick, while the other two were symmetrically located outboard where the boundary layer is much thinner. The relative difference in boundary layer thickness between these locations was roughly on the order of 3-to-1, thus the centerline trip was geometrically about three times larger than the outboard trips. A first order assessment of the Side B flight results is indicated by these three trips forcing transition onset at the same time during flight. The enclosed flight data shows that the performance of each individual trip was nearly identical, with allowances for minor variations attributed to measurement accuracy.

Flight Data

Evaluation of a fault tolerant system for an integrated avionics sensor configuration with TSRV flight data

The performance analysis results of a fault inferring nonlinear detection system (FINDS) using sensor flight data for the NASA ATOPS B-737 aircraft in a Microwave Landing System (MLS) environment is presented. First, a statistical analysis of the flight recorded sensor data was made in order to determine the characteristics of sensor inaccuracies. Next, modifications were made to the detection and decision functions in the FINDS algorithm in order to improve false alarm and failure detection performance under real modelling errors present in the flight data. Finally, the failure detection and false alarm performance of the FINDS algorithm were analyzed by injecting bias failures into fourteen sensor outputs over six repetitive runs of the five minute flight data. In general, the detection speed, failure level estimation, and false alarm performance showed a marked improvement over the previously reported simulation runs. In agreement with earlier results, detection speed was faster for filter measurement sensors soon as MLS than for filter input sensors such as flight control accelerometers.

Caglayan, A. K.

Utilizing Flight Data to Update Aeroelastic Stability Estimates

Stability analysis of high performance aircraft must account for errors in the system model. A method for computing flutter margins that incorporates flight data has been developed using robust stability theory. This paper considers applying this method to update flutter margins during a post-flight or on-line analysis. Areas of modeling uncertainty that arise when using flight data with this method are investigated. The amount of conservatism in the resulting flutter margins depends on the flight data sets used to update the model. Post-flight updates of flutter margins for an F/A-18 are presented along with a simulation of on-line updates during a flight test.

Lind, Rick

A New Approach to Measuring Safety with Flight Data

For over two decades, safety has been measured by screening flight data for deviations from prescribed operations. NASA and the FAA are developing a prototype system with a new approach, to complement these event-measurement systems. The premise is that, in addition to these events, much can be gained by analyzing all the flight data on a routine basis. The statistical analyses of this system enable the evaluation of normal as well as extreme operations. The trend analyses make it possible to foresee the potential occurrence of an unsafe operation and intervene before it occurs.

Chappell, Sheryl L.

ATIC Flight Data Processing

The first flight of the Advanced Thin Ionization Calorimeter (ATIC) experiment from McMurdo, Antarctica lasted for 16 days, starting in December, 2000. The ATIC instrument consists of a fully active 320-crystal, 960-channel Bismuth Germanate (BGO) calorimeter, 202 scintillator strips in 3 hodoscopes interleaved with a graphite target, and a 4480-pixel silicon matrix charge detector. We have developed an Object Oriented data processing package based on ROOT. In this paper, we will describe the data processing scheme used in handling the accumulated 45 GB of flight data. We will also discuss trigger issues by comparing the measured energy-dependent trigger efficiency with its simulation and calibration issues by considering the time-dependence of housekeeping information, etc.

Ahn, H. S.

ATIC Flight Data Processing

The first flight of the Advanced Thin Ionization Calorimeter (ATIC) experiment from McMurdo, Antarctica lasted for 16 days, starting on December 28, 2000. The ATIC instrument consists of a fully active 320-crystal, 960-channel Bismuth Germanate (BGO) calorimeter, 202 scintillator strips (808 channels) in 3 hodoscopes, interleaved with graphite target layers, and a 4480-pixel silicon matrix charge detector. We have developed an object-oriented data processing package based on ROOT. In this paper, we describe the data processing scheme used in handling the accumulated 45 GB of flight data. We discuss calibration issues, particularly the time-dependence of housekeeping information.

Ahn, H. S.

Estimation of aircraft aerodynamic parameters from flight data

Several ways for obtaining aerodynamic parameters of an aircraft from flight data are presented. A brief description of data analysis from steady measurements is given, and a concept of system identification is introduced. This is followed by a mathematical model of an aircraft with aerodynamic forces and moments approximated either by polynomials or splines and a detailed treatment of two often-used techniques for parameter estimation. Because of renewed interest in frequency-domain analysis, one section of the paper is devoted to this problem. The methods are demonstrated in several examples using real flight data.

Klein, Vladislav

Space Shuttle propulsion performance reconstruction from flight data

The aplication of extended Kalman filtering to estimating Space Shuttle Solid Rocket Booster (SRB) performance, specific impulse, from flight data in a post-flight processing computer program. The flight data used includes inertial platform acceleration, SRB head pressure, and ground based radar tracking data. The key feature in this application is the model used for the SRBs, which represents a reference quasi-static internal ballistics model normalized to the propellant burn depth. Dynamic states of mass overboard and propellant burn depth are included in the filter model to account for real-time deviations from the reference model used. Aerodynamic, plume, wind and main engine uncertainties are included.

Rogers, Robert M.

CLVTOPS Liftoff and Separation Analysis Validation Using Ares I-X Flight Data

CLVTOPS is a multi-body time domain flight dynamics simulation tool developed by NASA s Marshall Space Flight Center (MSFC) for a space launch vehicle and is based on the TREETOPS simulation tool. CLVTOPS is currently used to simulate the flight dynamics and separation/jettison events of the Ares I launch vehicle including liftoff and staging separation. In order for CLVTOPS to become an accredited tool, validation against other independent simulations and real world data is needed. The launch of the Ares I-X vehicle (first Ares I test flight) on October 28, 2009 presented a great opportunity to provide validation evidence for CLVTOPS. In order to simulate the Ares I-X flight, specific models were implemented into CLVTOPS. These models include the flight day environment, reconstructed thrust, reconstructed mass properties, aerodynamics, and the Ares I-X guidance, navigation and control models. The resulting simulation output was compared to Ares I-X flight data. During the liftoff region of flight, trajectory states from the simulation and flight data were compared. The CLVTOPS results were used to make a semi-transparent animation of the vehicle that was overlaid directly on top of the flight video to provide a qualitative measure of the agreement between the simulation and the actual flight. During ascent, the trajectory states of the vehicle were compared with flight data. For the stage separation event, the trajectory states of the two stages were compared to available flight data. Since no quantitative rotational state data for the upper stage was available, the CLVTOPS results were used to make an animation of the two stages to show a side-by-side comparison with flight video. All of the comparisons between CLVTOPS and the flight data show good agreement. This paper documents comparisons between CLVTOPS and Ares I-X flight data which serve as validation evidence for the eventual accreditation of CLVTOPS.

Burger, Ben

Activity Tracking for Pilot Error Detection from Flight Data

This report presents an application of activity tracking for pilot error detection from flight data, and describes issues surrounding such an application. It first describes the Crew Activity Tracking System (CATS), in-flight data collected from the NASA Langley Boeing 757 Airborne Research Integrated Experiment System aircraft, and a model of B757 flight crew activities. It then presents an example of CATS detecting actual in-flight crew errors.

Callantine, Todd J.

Computations of Viking Lander Capsule Hypersonic Aerodynamics with Comparisons to Ground and Flight Data

Comparisons are made between the LAURA Navier-Stokes code and Viking Lander Capsule hypersonic aerodynamics data from ground and flight measurements. Wind tunnel data are available for a 3.48 percent scale model at Mach 6 and a 2.75 percent scale model at Mach 10.35, both under perfect gas air conditions. Viking Lander 1 aerodynamics flight data also exist from on-board instrumentation for velocities between 2900 and 4400 m/sec (Mach 14 to 23.3). LAURA flowfield solutions are obtained for the geometry as tested or flown, including sting effects at tunnel conditions and finite-rate chemistry effects in flight. Using the flight vehicle center-of-gravity location (trim angle approx. equals -11.1 deg), the computed trim angle at tunnel conditions is within 0.31 degrees of the angle derived from Mach 6 data and 0.13 degrees from the Mach 10.35 trim angle. LAURA Mach 6 trim lift and drag force coefficients are within 2 percent of measured data, and computed trim lift-to-drag ratio is within 4 percent of the data. Computed trim lift and drag force coefficients at Mach 10.35 are within 5 percent and 3 percent, respectively, of wind tunnel data. Computed trim lift-to-drag ratio is within 2 percent of the Mach 10.35 data. Using the nominal density profile and center-of-gravity location, LAURA trim angle at flight conditions is within 0.5 degrees of the total angle measured from on-board instrumentation. LAURA trim lift and drag force coefficients at flight conditions are within 7 and 5 percent, respectively, of the flight data. Computed trim lift-to-drag ratio is within 4 percent of the data. Computed aerodynamics sensitivities to center-of-gravity location, atmospheric density, and grid refinement are generally small. The results will enable a better estimate of aerodynamics uncertainties for future Mars entry vehicles where non-zero angle-of-attack is required.

Edquist, Karl T.

Shuttle 'Challenger' aerodynamic performance from flight data - Comparisons with predicted values and 'Columbia' experience

Longitudinal aerodynamic performance comparisons between flight extracted and predicted values are presented for the first eight NASA Space Shuttle entry missions. Challenger results are correlated with the ensemble five flight Columbia experience and indicate effects due to differing angle-of-attack and body flap deflection profiles. An Appendix is attached showing the results of each flight using both the LaRC LAIRS and NOAA atmospheres. Discussions are presented which review apparent density anomalies observed in the flight data, with particular emphasis on the suggested shears and turbulence encountered during STS-2 and STS-4. Atmospheres derived from Shuttle data are presented which show structure different than that remotely sensed and imply regions of unstable air masses as a plausible explanation. Though additional aerodynamic investigations are warranted, an added benefit of Shuttle flight data for atmospheric research is discussed, in particular, as applicable to future NASA space vehicles such as AOTVs and tethered satellites.

Findlay, J. T.

Verification of the Solar Dynamics Observatory High Gain Antenna Pointing Algorithm Using Flight Data

The Solar Dynamics Observatory (SDO) is a NASA spacecraft designed to study the Sun. It was launched on February 11, 2010 into a geosynchronous orbit, and uses a suite of attitude sensors and actuators to finely point the spacecraft at the Sun. SDO has three science instruments: the Atmospheric Imaging Assembly (AIA), the Helioseismic and Magnetic Imager (HMI), and the Extreme Ultraviolet Variability Experiment (EVE). SDO uses two High Gain Antennas (HGAs) to send science data to a dedicated ground station in White Sands, New Mexico. In order to meet the science data capture budget, the HGAs must be able to transmit data to the ground for a very large percentage of the time. Each HGA is a dual-axis antenna driven by stepper motors. Both antennas transmit data at all times, but only a single antenna is required in order to meet the transmission rate requirement. For portions of the year, one antenna or the other has an unobstructed view of the White Sands ground station. During other periods, however, the view from both antennas to the Earth is blocked for different portions of the day. During these times of blockage, the two HGAs take turns pointing to White Sands, with the other antenna pointing out to space. The HGAs handover White Sands transmission responsibilities to the unblocked antenna. There are two handover seasons per year, each lasting about 72 days, where the antennas hand off control every twelve hours. The non-tracking antenna slews back to the ground station by following a ground commanded trajectory and arrives approximately 5 minutes before the formerly tracking antenna slews away to point out into space. The SDO Attitude Control System (ACS) runs at 5 Hz, and the HGA Gimbal Control Electronics (GCE) run at 200 Hz. There are 40 opportunities for the gimbals to step each ACS cycle, with a hardware limitation of no more than one step every three GCE cycles. The ACS calculates the desired gimbal motion for tracking the ground station or for slewing, and sends the command to the GCE at 5 Hz. This command contains the number of gimbals steps for that ACS cycle, the direction of motion, the spacing of the steps, and the delay before taking the first step. The AIA and HMI instruments are sensitive to spacecraft jitter. Pre-flight analysis showed that jitter from the motion of the HGAs was a cause of concern. Three jitter mitigation techniques were developed to overcome the effects of jitter from different sources. The first method is the random step delay, which avoids gimbal steps hitting a cadence on a jitter-critical mode by pseudo-randomly delaying the first gimbal step in an ACS cycle. The second method of jitter mitigation is stagger stepping, which forbids the two antennas from taking steps during the same ACS cycle in order to avoid constructively adding jitter from two antennas. The third method is the inclusion of an instrument No Step Request (NSR), which allows the instruments to request a stoppage in gimbal stepping during the times when they are taking images. During the commissioning phase of the mission, a jitter test was performed onboard the spacecraft. Various sources of jitter, such as the reaction wheels, the High Gain Antenna motors, and the motion of the instrument filter wheels, were examined to determine the level of their effect on the instruments. During the HGA portion of the test, the jitter amplitudes from the single step of a gimbal were examined, as well as the amplitudes due to the execution of various gimbal rates. These jitter levels are compared with the gimbal jitter allocations for each instrument. Additionally, the jitter test provided insight into a readback delay that exists with the GCE. Pre-flight analysis suggested that gimbal steps scheduled to occur during the later portion of an ACS cycle would not be read during that cycle, resulting in a delay in the telemetered current gimbal position. Flight data from the jitter test confirmed this expectation. Analysis is presentehat shows the readback delay does not have a negative impact on gimbal control. The decision was made to consider implementing two of the jitter mitigation techniques on board the spacecraft: stagger stepping and the NSR. Flight data from two sets of handovers, one set without jitter mitigation and the other with mitigation enabled, were examined. The trajectory of the predicted handover was compared with the measured trajectory for the two cases, showing that tracking was not negatively impacted with the addition of the jitter mitigation techniques. Additionally, the individual gimbal steps were examined, and it was confirmed that the stagger stepping and NSRs worked as designed. An Image Quality Test was performed to determine the amount of cumulative jitter from the reaction wheels, HGAs, and instruments during various combinations of typical operations. In this paper, the flight results are examined from a test where the HGAs are following the path of a nominal handover with stagger stepping on and HMI NSRs enabled. In this case, the reaction wheels are moving at low speed and the instruments are taking pictures in their standard sequence. The flight data shows the level of jitter that the instruments see when their shutters are open. The HGA-induced jitter is well within the jitter requirement when the stagger step and NSR mitigation options are enabled. The SDO HGA pointing algorithm was designed to achieve nominal antenna pointing at the ground station, perform slews during handover season, and provide three HGA-induced jitter mitigation options without compromising pointing objectives. During the commissioning phase, flight data sets were collected to verify the HGA pointing algorithm and demonstrate its jitter mitigation capabilities.

Bourkland, Kristin L.

An investigation of wing buffeting response at subsonic and transonic speeds. Phase 2: F-111A flight data analysis. Volume 3: Tabulated power spectra

Power spectral density (PSD) data for all of the flight points examined during the Phase 2 flight data analysis are presented in tabular form. Detailed descriptions of the aircraft, the flight instrumentation and the analysis techniques are given. Measured and calculated vibration mode frequencies are also presented to assist in further interpretation of the PSD data.

Benepe, D. B.