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All sourcesNASA NTRSDOE OSTI
NASA NTRS2009

Pulsed Airborne Lidar Measurements of Atmospheric CO2 Column Absorption and Line Shapes from 3-13 km Altitudes

We have developed a lidar technique for measuring the tropospheric C02 concentrations as a candidate for NASA's planned ASCENDS mission. Our technique uses two pulsed laser transmitters allowing simultaneous measurement of a C02 absorption line in the 1570 nm band, 02 extinction in the Oxygen A-band and surface height and backscatter. The lidar measures the energy and time of flight of the laser echoes reflected from the atmosphere and surface. The lasers are stepped in wavelength across the C02 line and an 02 line region during the measurement. The receiver uses a telescope and photon counting detectors, and measures the background light and energies of the laser echoes from the surface along with scattering from any aerosols in the path. The gas extinction and column densities for the C02 and 02 gases are estimated from the ratio of the on- and off- line signals via the DIAL technique. Time gating is used to isolate the laser echo signals from the surface, and to reject laser photons scattered in the atmosphere. We have developed an airborne lidar to demonstrate the C02 measurement from the NASA Glenn Lear 25 aircraft. The airborne lidar steps the pulsed laser's wavelength across a selected C02 line with 20 steps per scan. The line scan rate is 450 Hz and laser pulse widths are I usec. The time resolved laser backscatter is collected by a 20 cm telescope, detected by a photomultiplier and is recorded by a photon counting system. We made initial airborne measurements on flights during October and December 2008. Laser backscatter and absorption measurements were made over a variety of land and water surfaces and through thin and broken clouds. Atmospheric C02 column measurements using the 1571.4, 1572.02 and 1572.33 nm C02 lines. Two flights were made above the DOE SGP ARM site at altitudes from 3-8 km. These nights were coordinated with DOE investigators who Hew an in-situ C02 sensor on a Cessna aircraft under the path. The increasing C02 line absorptions with altitudes were evident and comparison with in-situ measurements showed agreements to 6 ppm. This spring we improved the aircraft's nadir window. During July and August 2009 we made 9 additional 2 hour long flights and measured the atmospheric C02 absorption and line shapes using the 1572.33 nm C02 line. Measurements were made at stepped altitudes from 3-13 km over a variety of surface types in Nebraska, Illinois, the SGP ARM site, and near and over the Chesapeake Bay in North Carolina and Virginia. Strong laser signals and clear line shapes were observed at all altitudes, and some measurements were made through thin clouds. The flights over the ARM site were underflown with in-situ measurements made from the DOE Cessna. The Oklahoma and east coast t1ights were coordinated with a LaRC/ITT C02 lidar on the LaRC UC-12 aircraft, a LaRC in~situ C02 sensor, and the Oklahoma flights also included a JPL C02 lidar on a Twin Otter aircraft. Ed Browell and Gary Spiers led the LaRC and JPL teams. More details of the t1ights, measurements and analysis will be described in the presentation.

Abshire, J. B.↗
NASA NTRS2010

Simulation and Flight Evaluation of a Parameter Estimation Input Design Method for Hybrid-Wing-Body Aircraft

As part of an effort to improve emissions, noise, and performance of next generation aircraft, it is expected that future aircraft will make use of distributed, multi-objective control effectors in a closed-loop flight control system. Correlation challenges associated with parameter estimation will arise with this expected aircraft configuration. Research presented in this paper focuses on addressing the correlation problem with an appropriate input design technique and validating this technique through simulation and flight test of the X-48B aircraft. The X-48B aircraft is an 8.5 percent-scale hybrid wing body aircraft demonstrator designed by The Boeing Company (Chicago, Illinois, USA), built by Cranfield Aerospace Limited (Cranfield, Bedford, United Kingdom) and flight tested at the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California, USA). Based on data from flight test maneuvers performed at Dryden Flight Research Center, aerodynamic parameter estimation was performed using linear regression and output error techniques. An input design technique that uses temporal separation for de-correlation of control surfaces is proposed, and simulation and flight test results are compared with the aerodynamic database. This paper will present a method to determine individual control surface aerodynamic derivatives.

Taylor, Brian R.↗
NASA NTRS2011

Large-Scale Low-Boom Inlet Test Overview

This presentation provides a high level overview of the Large-Scale Low-Boom Inlet Test and was presented at the Fundamental Aeronautics 2011 Technical Conference. In October 2010 a low-boom supersonic inlet concept with flow control was tested in the 8'x6' supersonic wind tunnel at NASA Glenn Research Center (GRC). The primary objectives of the test were to evaluate the inlet stability and operability of a large-scale low-boom supersonic inlet concept by acquiring performance and flowfield validation data, as well as evaluate simple, passive, bleedless inlet boundary layer control options. During this effort two models were tested: a dual stream inlet intended to model potential flight hardware and a single stream design to study a zero-degree external cowl angle and to permit surface flow visualization of the vortex generator flow control on the internal centerbody surface. The tests were conducted by a team of researchers from NASA GRC, Gulfstream Aerospace Corporation, University of Illinois at Urbana-Champaign, and the University of Virginia

Hirt, Stefanie↗
NASA NTRS2010

Pulsed Airborne Lidar Measurements of Atmospheric CO2 Column Absorption and Line Shapes from 3-13 km Altitudes

We have developed a pulsed lidar technique for measuring the tropospheric CO2 concentrations as a candidate for NASA's planned ASCENDS space mission. Our technique uses two pulsed laser transmitters allowing simultaneous measurement of a CO2 absorption line in the 1570 nm band, O2 extinction in the Oxygen A-band and surface height and backscatter. The lidar measures the energy and time of flight of the laser echoes reflected from the atmosphere and surface. The lasers are rapidly and precisely stepped in wavelength across the CO2 line and an O2 line region during the measurement. The direct detection receiver uses a telescope and photon counting detectors, and measures the background light and energies of the laser echoes from the surface along with scattering from any aerosols in the path. The gas extinction and column densities for the CO2 and O2 gases are estimated from the ratio of the on- and off- line signals via the DIAL technique. Time gating is used to isolate the laser echo signals from the surface, and to reject laser photons scattered in the atmosphere. The time of flight of the laser pulses are also used to estimate the height of the scattering surface and to identify cases of mixed cloud and ground scattering. We have developed an airborne lidar to demonstrate the CO2 measurement from the NASA Glenn Lear-25 aircraft. The airborne lidar steps the pulsed laser's wavelength across the selected CO2 line with 20 steps per scan. The line scan rate is 450 Hz, the laser pulse widths are 1 usec, and laser pulse energy is 24 uJ. The time resolved laser backscatter is collected by a 20 cm telescope, detected by a photomultiplier and is recorded by a photon counting system. We made initial airborne measurements on flights during fall 2008. Laser backscatter and absorption measurements were made over a variety of land and water surfaces and through thin clouds. The atmospheric CO2 column measurements using the 1572.33 nm CO2 lines. Two flights were made above the US Department of Energy's (DOE) SGP ARM site at altitudes from 3-8 km. These flights were coordinated with DOE investigators who flew an in-situ CO2 sensor on a Cessna aircraft under the path. The increasing CO2 line absorptions with altitudes were evident and comparison with in-situ measurements showed agreements to 6 ppm. In spring 2009 we improved the aircraft's nadir window and during July and August we made 9 additional 2 hour long flights and measured the atmospheric CO2 absorption and line shapes using the 1572.33 nm CO2 line. Measurements were made at stepped altitudes from 3-13 km over a variety of surface types in Nebraska, Illinois, the SGP ARM site, and near and over the Chesapeake Bay in North Carolina and eastern Virginia. Strong laser signals and clear CO2 line shapes were observed at all altitudes, and some measurements were made through thin clouds. The flights over the ARM site were underflown with in-situ measurements made from the DOE Cessna. Analysis shows that the average signal levels follow predicted values, the altimetry measurements had an uncertainty of about 4 m, and that the average optical line depths follow the number density calculated from in-situ sensor readings. The Oklahoma and east coast flights were coordinated with a LaRC/ITT CO2 lidar on the LaRC UC-12 aircraft, a LaRC in-situ CO2 sensor, and the Oklahoma flights also included a JPL CO2 lidar on a Twin Otter aircraft. More details of the flights, measurements, analysis and scaling to space will be described in the presentation.

Abshire, James↗
NASA NTRS2011

Handling Qualities Flight Testing of the Stratospheric Observatory for Infrared Astronomy (SOFIA)

Airborne infrared astronomy has a long successful history, albeit relatively unknown outside of the astronomy community. A major problem with ground based infrared astronomy is the absorption and scatter of infrared energy by water in the atmosphere. Observing the universe from above 40,000 ft puts the observation platform above 99% of the water vapor in the atmosphere, thereby addressing this problem at a fraction of the cost of space based systems. The Stratospheric Observatory For Infrared Astronomy (SOFIA) aircraft is the most ambitious foray into the field of airborne infrared astronomy in history. Using a 747SP (The Boeing Company, Chicago, Illinois) aircraft modified with a 2.5m telescope located in the aft section of the fuselage, the SOFIA endeavors to provide views of the universe never before possible and at a fraction of the cost of space based systems. The modification to the airplane includes moveable doors and aperture that expose the telescope assembly. The telescope assembly is aimed and stabilized using a multitude of on board systems. This modification has the potential to cause aerodynamic anomalies that could induce undesired forces either at the cavity itself or indirectly due to interference with the empennage, both of which could cause handling qualities issues. As a result, an extensive analysis and flight test program was conducted from December 2009 through March 2011. Several methods, including a Lower Order Equivalent Systems analysis and pilot assessment, were used to ascertain the effects of the modification. The SOFIA modification was found to cause no adverse handling qualities effects and the aircraft was cleared for operational use. This paper discusses the history and modification to the aircraft, development of test procedures and analysis, results of testing and analysis, lessons learned for future projects and justification for operational certification.

Glaser, Scott T.↗
NASA NTRS2011

Analysis of Pulsed Airborne Lidar Measurements of Atmospheric CO2 Column Absorption from 3-13 km Altitudes

We have developed a pulsed lidar technique for measuring the tropospheric CO2 concentrations as a candidate for NASA's ASCENDS space mission [1]. It uses two pulsed laser transmitters allowing simultaneous measurement of a CO2 absorption line in the 1575 nm band, O2 extinction in the Oxygen A-band, surface height and backscatter profile. The lasers are precisely stepped in wavelength across the CO2 line and an O2 line region during the measurement. The direct detection receiver measures the energies of the laser echoes from the surface along with the range profile of scattering in the path. The column densities for the CO2 and O2 gases are estimated from the ratio of the on- and off-line signals via the integrated path differential absorption (IPDA) technique. The time of flight of the laser pulses is used to estimate the height of the scattering surface and to reject laser photons scattered in the atmosphere. We developed an airborne lidar to demonstrate an early version of the CO2 measurement from the NASA Glenn Lear-25 aircraft. The airborne lidar stepped the pulsed laser's wavelength across the selected CO2 line with 20 wavelength steps per scan. The line scan rate is 450 Hz, the laser pulse widths are 1 usec, and laser pulse energy is 24 uJ. The time resolved laser backscatter is collected by a 20 cm telescope, detected by a NIR photomultiplier and is recorded on every other reading by a photon counting system [2]. During August 2009 we made a series of 2.5 hour long flights and measured the atmospheric CO2 absorption and line shapes using the 1572.33 nm CO2 line. Measurements were made at stepped altitudes from 3-13 km over locations in the US, including the SGP ARM site in Oklahoma, central Illinois, north-eastern North Carolina, and over the Chesapeake Bay and the eastern shore of Virginia. Although the received signal energies were weaker than expected for ASCENDS, clear CO2 line shapes were observed at all altitudes, and some measurements were made through thin clouds. The Oklahoma and east coast flights were coordinated with a LaRC/ITT CO2 lidar on the LaRC UC-12 aircraft, and in-situ measurements were made using its CO2 sensor and radiosondes. We have conducted an analysis of the ranging and IPDA lidar measurements from these four flights. Most flights had 5-6 altitude steps with 200-300 seconds of recorded measurements per step. We used a cross-correlation approach to process the laser echo records. This was used to estimate the range to the scattering surface, to define the edges of the laser pulses and to determine echo pulse energy at each wavelength. We used a minimum mean square approach to fit an instrument response function and to solve for the best-fit CO2 absorption line shape. We then calculated the differential optical depth (DOD) of the fitted CO2 line. We computed its statistics at the various altitude steps, and compare them to the DODs calculated from spectroscopy based on HITRAN 2008 and the column conditions calculated from the airborne in-situ readings. The results show the lidar and in-situ measurements have very similar DOD change with altitude and greater than 10 segments per flight where the scatter in the lidar measurements are less than or equal to 1ppm. We also present the results from subsequent CO2 column absorption measurements, which were made with stronger detected signals during three flights on the NASA DC-8 over the southwestern US in during July 2010.

Abshire, James B.↗
NASA NTRS2012

Analysis of Pulsed Lidar Measurements of Atmospheric CO2 Column Absorption During the ASCENDS 2009-2011 Airborne Campaigns

We have developed a pulsed lidar technique for measuring the tropospheric CO2 concentrations as a candidate for NASA's ASCENDS mission and have demonstrated the CO2 and O2 measurements from aircraft. Our technique uses two pulsed lasers allowing simultaneous measurement of a single CO2 absorption line near 1572 nm, O2 extinction in the Oxygen A-band, surface height and backscatter profile. The lasers are stepped in wavelength across the CO2 line and an O2 line doublet during the measurement. The column densities for the CO2 and O2 are estimated from the differential optical depths (DOD) of the scanned absorption lines via the IPDA technique. For the 2009 ASCENDS campaign we flew the CO2 lidar on a Lear-25 aircraft, and measured the absorption line shapes of the CO2 line using 20 wavelength samples per scan. Measurements were made at stepped altitudes from 3 to 12.6 km over the Lamont OK, central Illinois, North Carolina, and over the Virginia Eastern Shore. Although the received signal energies were weaker than expected for ASCENDS, clear CO2 line shapes were observed at all altitudes. Most flights had 5-6 altitude steps with 200-300 seconds of recorded measurements per step. We averaged every 10 seconds of measurements and used a cross-correlation approach to estimate the range to the scattering surface and the echo pulse energy at each wavelength. We then solved for the best-fit CO2 absorption line shape, and calculated the DOD of the fitted CO2 line, and computed its statistics at the various altitude steps. We compared them to CO2 optical depths calculated from spectroscopy based on HITRAN 2008 and the column number densities calculated from the airborne in-situ readings. The 2009 measurements have been analyzed and they were similar on all flights. The results show clear CO2 line shape and absorption signals, which follow the expected changes with aircraft altitude from 3 to 13 km. They showed the expected nearly the linear dependence of DOD vs altitude. The measurements showed ~ 1 ppm random errors for 8-10 km altitudes and ~30 sec averaging times. For the 2010 ASCENDS campaigns we flew the CO2lidar on the NASA DC-8 and added an 02lidar channel. During July 2010 we made measurements of CO2 and O2 column absorption during longer flights over Railroad Valley NV, the Pacific Ocean and over Lamont OK. CO2 measurements were made with 30 steps/scan, 300 scans/sec and improved line resolution and receiver sensitivity. Analysis of the 2010 CO2 measurements shows the expected ~linear change of DOD with altitude. For measurements at altitudes> 6 km the random errors were 0.3 ppm for 80 sec averaging times. For the summer 2011 ASCENDS campaigns we made further improvements to the lidar's CO2 line scan and receiver sensitivity. We demonstrated measurements over the California Central Valley, to stratus cloud tops over the Pacific Ocean, over mountain regions with snow, and over several areas with broken clouds. Details of the lidar measurements and their analysis will be described in the presentation.

Abshire, J. B.↗
NASA NTRS2012

The Namibia Early Flood Warning System, A CEOS Pilot Project

Over the past year few years, an international collaboration has developed a pilot project under the auspices of Committee on Earth Observation Satellite (CEOS) Disasters team. The overall team consists of civilian satellite agencies. For this pilot effort, the development team consists of NASA, Canadian Space Agency, Univ. of Maryland, Univ. of Colorado, Univ. of Oklahoma, Ukraine Space Research Institute and Joint Research Center(JRC) for European Commission. This development team collaborates with regional , national and international agencies to deliver end-to-end disaster coverage. In particular, the team in collaborating on this effort with the Namibia Department of Hydrology to begin in Namibia . However, the ultimate goal is to expand the functionality to provide early warning over the South Africa region. The initial collaboration was initiated by United Nations Office of Outer Space Affairs and CEOS Working Group for Information Systems and Services (WGISS). The initial driver was to demonstrate international interoperability using various space agency sensors and models along with regional in-situ ground sensors. In 2010, the team created a preliminary semi-manual system to demonstrate moving and combining key data streams and delivering the data to the Namibia Department of Hydrology during their flood season which typically is January through April. In this pilot, a variety of moderate resolution and high resolution satellite flood imagery was rapidly delivered and used in conjunction with flood predictive models in Namibia. This was collected in conjunction with ground measurements and was used to examine how to create a customized flood early warning system. During the first year, the team made use of SensorWeb technology to gather various sensor data which was used to monitor flood waves traveling down basins originating in Angola, but eventually flooding villages in Namibia. The team made use of standardized interfaces such as those articulated under the Open Cloud Consortium (OGC) Sensor Web Enablement (SWE) set of web services was good [1][2]. However, it was discovered that in order to make a system like this functional, there were many performance issues. Data sets were large and located in a variety of location behind firewalls and had to be accessed across open networks, so security was an issue. Furthermore, the network access acted as bottleneck to transfer map products to where they are needed. Finally, during disasters, many users and computer processes act in parallel and thus it was very easy to overload the single string of computers stitched together in a virtual system that was initially developed. To address some of these performance issues, the team partnered with the Open Cloud Consortium (OCC) who supplied a Computation Cloud located at the University of Illinois at Chicago and some manpower to administer this Cloud. The Flood SensorWeb [3] system was interfaced to the Cloud to provide a high performance user interface and product development engine. Figure 1 shows the functional diagram of the Flood SensorWeb. Figure 2 shows some of the functionality of the Computation Cloud that was integrated. A significant portion of the original system was ported to the Cloud and during the past year, technical issues were resolved which included web access to the Cloud, security over the open Internet, beginning experiments on how to handle surge capacity by using the virtual machines in the cloud in parallel, using tiling techniques to render large data sets as layers on map, interfaces to allow user to customize the data processing/product chain and other performance enhancing techniques. The conclusion reached from the effort and this presentation is that defining the interoperability standards in a small fraction of the work. For example, once open web service standards were defined, many users could not make use of the standards due to security restrictions. Furthermore, once an interoperable sysm is functional, then a surge of users can render a system unusable, especially in the disaster domain.

Mandl, Daniel↗
NASA NTRS2012

Pulsed Lidar Measurements of Atmospheric CO2 Column Absorption and Range During the ASCENDS 2009-2011 Airborne Campaigns

We have developed a pulsed lidar technique for measuring the tropospheric CO2 concentrations as a candidate for NASA's ASCENDS mission and have demonstrated the CO2 and O2 measurements from aircraft. Our technique uses two pulsed lasers allowing simultaneous measurement of a single CO2 absorption line near 1572 nm, O2 extinction in the Oxygen A-band, surface height and backscatter profile. The lasers are stepped in wavelength across the CO2 line and an O2 line doublet during the measurement. The column densities for the CO2 and O2 are estimated from the differential optical depths (DOD) of the scanned absorption lines via the IPDA technique. For the 2009 ASCENDS campaign we flew the CO2 lidar only on a Lear-25 aircraft, and measured the absorption line shapes of the CO2 line using 20 wavelength samples per scan. Measurements were made at stepped altitudes from 3 to 12.6 km over the Lamont OK, central Illinois, North Carolina, and over the Virginia Eastern Shore. Although the received signal energies were weaker than expected for ASCENDS, clear C02 line shapes were observed at all altitudes. Most flights had 5-6 altitude steps with 200-300 seconds of recorded measurements per step. We averaged every 10 seconds of measurements and used a cross-correlation approach to estimate the range to the scattering surface and the echo pulse energy at each wavelength. We then solved for the best-fit CO2 absorption line shape, and calculated the DOD of the fitted CO2 line, and computed its statistics at the various altitude steps. We compared them to CO2 optical depths calculated from spectroscopy based on HITRAN 2008 and the column number densities calculated from the airborne in-situ readings. The 2009 measurements have been analyzed in detail and they were similar on all flights. The results show clear CO2 line shape and absorption signals, which follow the expected changes with aircraft altitude from 3 to 13 km. They showed the expected nearly the linear dependence of DOD vs altitude. The measurements showed -1 ppm random errors for 8-10 km altitudes and -30 sec averaging times. For the 2010 ASCENDS campaigns we flew the CO2 lidar on the NASA DC-8 and added an O2 lidar channel. During July 2010 we made measurements of CO2 and O2 column absorption during longer flights over Railroad Valley NV, the Pacific Ocean and over Lamont OK. CO2 measurements were made with 30 steps/scan, 300 scans/sec and improved line resolution and receiver sensitivity. Analysis of the 2010 CO2 measurements shows the expected -linear change of DOD with altitude. For measurements at altitudes> 6 km the random errors were 0.3 ppm for 80 sec averaging times. For the summer 2011 ASCENDS campaigns we made further improvements to the lidar's CO2 line scan and receiver sensitivity. The seven flights in the 2011 Ascends campaign were flown over a wide variety of surface and cloud conditions in the US, which produced a wide variety of lidar signal conditions. Details of the lidar measurements and their analysis will be described in the presentation.

Abshire, J. B.↗
NASA NTRS2012

A Full-Envelope Air Data Calibration and Three-Dimensional Wind Estimation Method Using Global Output-Error Optimization and Flight-Test Techniques

A novel, efficient air data calibration method is proposed for aircraft with limited envelopes. This method uses output-error optimization on three-dimensional inertial velocities to estimate calibration and wind parameters. Calibration parameters are based on assumed calibration models for static pressure, angle of attack, and flank angle. Estimated wind parameters are the north, east, and down components. The only assumptions needed for this method are that the inertial velocities and Euler angles are accurate, the calibration models are correct, and that the steady-state component of wind is constant throughout the maneuver. A two-minute maneuver was designed to excite the aircraft over the range of air data calibration parameters and de-correlate the angle-of-attack bias from the vertical component of wind. Simulation of the X-48B (The Boeing Company, Chicago, Illinois) aircraft was used to validate the method, ultimately using data derived from wind-tunnel testing to simulate the un-calibrated air data measurements. Results from the simulation were accurate and robust to turbulence levels comparable to those observed in flight. Future experiments are planned to evaluate the proposed air data calibration in a flight environment.

Taylor, Brian R.↗
NASA NTRS2012

Frequency Shift During Mass Properties Testing Using Compound Pendulum Method

During mass properties testing on the X-48B Blended Wing Body aircraft (The Boeing Company, Chicago, Illinois) at the National Aeronautics and Space Administration Dryden Flight Research Center, Edwards, California, large inertia measurement errors were observed in results from compound pendulum swings when compared to analytical models. By comparing periods of oscillations as measured from an average over the test period versus the period of each oscillation, it was noticed that the frequency of oscillation was shifting significantly throughout the test. This phenomenon was only noticed during compound pendulum swings, and not during bifilar pendulum swings. The frequency shift was only visible upon extensive data analysis of the frequency for each oscillation, and did not appear in averaged frequency data over the test period. Multiple test articles, test techniques, and hardware setups were used in attempts to eliminate or identify the cause of the frequency shift. Plotting the frequency of oscillation revealed a region of minimal shift that corresponded to a larger amplitude range. This region of minimal shift provided the most accurate results compared to a known test article; however, the amplitudes that produce accurate inertia measurements are amplitudes larger than those generally accepted in mass properties testing. This paper examines two case studies of the frequency shift, using mass properties testing performed on a dummy test article, and on the X-48B Blended Wing Body aircraft.

Wolfe, David↗
NASA NTRS2012

Why Games Work and the Science of Learning

In 2010, the Navy formally added the Damage Control Trainer (DCT) to the recruit training program at Great Lakes, Illinois. Despite the incredibly dense training schedule at the Navy's boot camp, the instructors were willing to set aside two hours of time for recruits to play a game. Why? Because it worked. Even with just one hour of play, research showed that recruits gained a 50-80% improvement in performance that transferred to Battle Stations 21 (B821), the Navy's capstone training event. This paper explores why games makes these kinds of results possible. It argues that the things that are known to improve learning are almost exactly the same reasons why games work: the time-honored laws of learning. It concludes that the traditional gulf between instructional design and game design is really an issue of perspective, rather than fundamentals.

Murphy, Curtiss↗
NASA NTRS2014

Simulation Tools Prevent Signal Interference on Spacecraft

NASA engineers use simulation software to detect and prevent interference between different radio frequency (RF) systems on a rocket and satellite before launch. To speed up the process, Kennedy Space Center awarded SBIR funding to Champaign, Illinois-based Delcross Technologies LLC, which added a drag-and-drop feature to its commercial simulation software, resulting in less time spent preparing for the analysis.

Source record↗
NASA NTRS2013

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Flight-Test Results

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.

flight optimization↗
NASA NTRS2013

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Architecture and Performance Predictions

A peak-seeking control approach for real-time trim configuration optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control approach is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are controlled for optimization of fuel flow. This paper presents the design and integration of this peak-seeking controller on a modified NASA F/A-18 airplane with research flight control computers. A research flight was performed to collect data to build a realistic model of the performance function and characterize measurement noise. This model was then implemented into a nonlinear six-degree-of-freedom F/A-18 simulation along with the peak-seeking control algorithm. With the goal of eventual flight tests, the algorithm was first evaluated in the improved simulation environment. Results from the simulation predict good convergence on minimum fuel flow with a 2.5-percent reduction in fuel flow relative to the baseline trim of the aircraft.

performance optimization↗
NASA NTRS2013

Preliminary MIPCC Enhanced F-4 and F-15 Preformance Characteristics for a First Stage Reusable Launch Vehicle

Performance increases in turbojet engines can theoretically be achieved through Mass Injection Pre-Compressor Cooling (MIPCC), a process involving injecting water or oxidizer or both into an afterburning turbojet engine. The injection of water results in pre-compressor cooling, allowing the propulsion system to operate at high altitudes and Mach numbers. In this way, a MIPCC-enhanced turbojet engine could be used to power the first stage of a reusable launch vehicle or be integrated into an existing aircraft that could launch a 100-lbm payload to a reference 100-nm altitude orbit at 28 deg inclination. The two possible candidates for MIPCC flight demonstration that are evaluated in this study are the F-4 Phantom II airplane and the F-15 Eagle airplane (both of McDonnell Douglas, now The Boeing Company, Chicago, Illinois), powered by two General Electric Company (Fairfield, Connecticut) J79 engines and two Pratt & Whitney (East Hartford, Connecticut) F100-PW-100 engines, respectively. This paper presents a conceptual discussion of the theoretical performance of each of these aircraft using MIPCC propulsion techniques. Trajectory studies were completed with the Optimal Trajectories by Implicit Simulation (OTIS) software (NASA Glenn Research Center, Cleveland, Ohio) for a standard F-4 airplane and a standard F-15 airplane. Standard aircraft simulation models were constructed, and the thrust in each was altered in accordance with estimated MIPCC performance characteristics. The MIPCC and production aircraft model results were then reviewed to assess the feasibility of a MIPCC-enhanced propulsion system for use as a first-stage reusable launch vehicle; it was determined that the MIPCC-enhanced F-15 model showed a significant performance advantage over the MIPCC-enhanced F-4 model.

Air Breathing Launch Systems↗
NASA NTRS2013

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Architecture and Performance Predictions

A peak-seeking control approach for real-time trim configuration optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control approach is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an FA-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are controlled for optimization of fuel flow. This presentation presents the design and integration of this peak-seeking controller on a modified NASA FA-18 airplane with research flight control computers. A research flight was performed to collect data to build a realistic model of the performance function and characterize measurement noise. This model was then implemented into a nonlinear six-degree-of-freedom FA-18 simulation along with the peak-seeking control algorithm. With the goal of eventual flight tests, the algorithm was first evaluated in the improved simulation environment. Results from the simulation predict good convergence on minimum fuel flow with a 2.5-percent reduction in fuel flow relative to the baseline trim of the aircraft.

peak-seeking↗
NASA NTRS2013

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Flight-test Results

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.

flight optimization↗