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At least 739 records · Page 41

Analysis of CrIS-ATMS Data Using an AIRS Science Team Version 6 - Like Retrieval Algorithm

CrIS/ATMS is flying on NPP and is scheduled to fly on JPSS-1. CrIS/ATMS has roughly equivalent capabilities to AIRS/AMSU. The AIRS Science Team Version 6 retrieval algorithm is currently producing very high quality level-3 Climate Data Records (CDR's) that will be critical for understanding climate processes AIRS CDRs should eventually cover the period September 2002 through at least 2020. CrIS/ATMS is the only scheduled follow on to AIRS AMSU. I have been asked by Ramesh Kakar if CrIS/ATMS can be counted on to adequately continue the AIRS/AMSU CDRs beyond 2020, or is something better needed? This research is being done to answer that question. A minimum requirement to obtain a yes answer is that CrIS/ATMS be analyzed using an AIRS Version 6 - like algorithm. NOAA is currently generating CrIS/ATMS products using 2 algorithms: IDPS and NUCAPS

Retrieval Algorithm↗

Direct numerical simulations and modeling of a spatially-evolving turbulent wake

Understanding of turbulent free shear flows (wakes, jets, and mixing layers) is important, not only for scientific interest, but also because of their appearance in numerous practical applications. Turbulent wakes, in particular, have recently received increased attention by researchers at NASA Langley. The turbulent wake generated by a two-dimensional airfoil has been selected as the test-case for detailed high-resolution particle image velocimetry (PIV) experiments. This same wake has also been chosen to enhance NASA's turbulence modeling efforts. Over the past year, the author has completed several wake computations, while visiting NASA through the 1993 and 1994 ASEE summer programs, and also while on sabbatical leave during the 1993-94 academic year. These calculations have included two-equation (K-omega and K-epsilon) models, algebraic stress models (ASM), full Reynolds stress closure models, and direct numerical simulations (DNS). Recently, there has been mutually beneficial collaboration of the experimental and computational efforts. In fact, these projects have been chosen for joint presentation at the NASA Turbulence Peer Review, scheduled for September 1994. DNS calculations are presently underway for a turbulent wake at Re(sub theta) = 1000 and at a Mach number of 0.20. (Theta is the momentum thickness, which remains constant in the wake of a two dimensional body.) These calculations utilize a compressible DNS code written by M. M. Rai of NASA Ames, and modified for the wake by J. Cimbala. The code employs fifth-order accurate upwind-biased finite differencing for the convective terms, fourth-order accurate central differencing for the viscous terms, and an iterative-implicit time-integration scheme. The computational domain for these calculations starts at x/theta = 10, and extends to x/theta = 610. Fully developed turbulent wake profiles, obtained from experimental data from several wake generators, are supplied at the computational inlet, along with appropriate noise. After some adjustment period, the flow downstream of the inlet develops into a fully three-dimensional turbulent wake. Of particular interest in the present study is the far wake spreading rate and the self-similar mean and turbulence profiles. At the time of this writing, grid resolution studies are underway, and a code is being written to calculate turbulence statistics from these wake calculations; the statistics will be compared to those from the ongoing PIV wake measurements, those of previous experiments, and those predicted by the various turbulence models. These calculations will lead to significant long-term benefits for the turbulence modeling effort. In particular, quantities such as the pressure-strain correlation and the dissipation rate tensor can be easily calculated from the DNS results, whereas these quantities are nearly impossible to measure experimentally. Improvements to existing turbulence models (and development of new models) require knowledge about flow quantities such as these. Present turbulence models do a very good job at prediction of the shape of the mean velocity and Reynolds stress profiles in a turbulent wake, but significantly underpredict the magnitude of the stresses and the spreading rate of the wake. Thus, the turbulent wake is an ideal flow for turbulence modeling research. By careful comparison and analysis of each term in the modeled Reynolds stress equations, the DNS data can show where deficiencies in the models exist; improvements to the models can then be attempted.

Cimbala, John M.↗

Magnetohydrodynamics (MHD) Engineering Test Facility (ETF) 200 MWe power plant. Conceptual Design Engineering Report (CDER). Volume 2: Engineering. Volume 3: Costs and schedules

Engineering design details for the principal systems, system operating modes, site facilities, and structures of an engineering test facility (ETF) of a 200 MWE power plant are presented. The ETF resembles a coal-fired steam power plant in many ways. It is analogous to a conventional plant which has had the coal combustor replaced with the MHD power train. Most of the ETF components are conventional. They can, however, be sized or configured differently or perform additional functions from those in a conventional coal power plant. The boiler not only generates steam, but also performs the functions of heating the MHD oxidant, recovering seed, and controlling emissions.

Source record↗

The MODIS RSB calibration and look-up-table delivery process for Collection 6 and 6.1

The Moderate Resolution Imaging Spectroradiometer (MODIS) instruments on-board the Aqua and Terra space-craft have provided valuable science data for the last 18 and 20 years, respectively. Each instrument is equipped with 36 spectral bands, 20 of which are reflective solar bands (RSBs). These bands cover a wavelength range of 0.4 – 2.2μm and are calibrated on-orbit using several on-board calibrators (OBCs), such as a solar diffuser (SD)and a solar diffuser stability monitor (SDSM), along with regularly-scheduled lunar observations through the space view (SV) port. The gain (1/m1) and response-verses-scan angle (RVS) are updated on a near-monthly basis and act as the primary look-up-tables (LUTs) for the RSB calibration. A set of separate uncertainty LUTs for each of the RSBs are also delivered regularly and incorporated into the Level 1B (L1B) product to generate a pixel-level Uncertainty Index (UI). In addition to the gain, RVS and uncertainty, there are several other LUTs associated with the reflective bands that are either updated less frequently or remain static. The accuracy of both the forward-predicted and historical RSB LUTs, which are derived by the MODIS Characterization Sup-port Team (MCST), is important in maintaining the quality and accuracy of the L1B and science products.To ensure a timely and accurate LUT update, MCST has established a comprehensive set of procedures. This paper provides an overview of the calibration process, along with the current LUT delivery process for the RSB sin Collection 6 (C6) and Collection 6.1 (C6.1). Improvements to be implemented in future collections are also discussed.

MODIS↗

CERES: The Next Generation of Earth Radiation Budget Measurements

NASA's Earth Observing System (EOS) is part of an international program for studying the Earth from space using a multiple-instrument, multiple-satellite approach. The Clouds and the Earth's Radiant Energy System (CERES) experiment is designed to monitor changes in the Earth s radiant energy system and cloud systems and to provide these data with sufficient simultaneity and accuracy to examine critical cloud/climate feedback mechanisms which may play a major role in determining future changes in the climate system. The first EOS satellite (Terra), scheduled for launch this year, and the EOS-PM satellite, to be launched in late 2000, will each carry two CERES instruments. The first CERES instrument was launched in 1997 on the Tropical Rainfall Measuring Mission (TRMM) satellite. The CERES TRMM data show excellent instrument stability and a factor of 2 to 3 less error than previous Earth radiation budget missions. The first CERES data products have been validated and archived. The data consist of instantaneous longwave and shortwave broadband radiances, top-of-atmosphere fluxes, scene types, and time and space averaged fluxes and albedo. A later data product will combine CERES radiances and high- resolution imager data to produce cloud properties and fluxes throughout the atmosphere and at the surface.

Gibson, Gary G.↗

Aerospace Safety Advisory Panel

This annual report is based on the activities of the Aerospace Safety Advisory Panel in calendar year 2000. During this year, the construction of the International Space Station (ISS) moved into high gear. The launch of the Russian Service Module was followed by three Space Shuttle construction and logistics flights and the deployment of the Expedition One crew. Continuous habitation of the ISS has begun. To date, both the ISS and Space Shuttle programs have met or exceeded most of their flight objectives. In spite of the intensity of these efforts, it is clear that safety was always placed ahead of cost and schedule. This safety consciousness permitted the Panel to devote more of its efforts to examining the long-term picture. With ISS construction accelerating, demands on the Space Shuttle will increase. While Russian Soyuz and Progress spacecraft will make some flights, the Space Shuttle remains the primary vehicle to sustain the ISS and all other U.S. activities that require humans in space. Development of a next generation, human-rated vehicle has slowed due to a variety of technological problems and the absence of an approach that can accomplish the task significantly better than the Space Shuttle. Moreover, even if a viable design were currently available, the realities of funding and development cycles suggest that it would take many years to bring it to fruition. Thus, it is inescapable that for the foreseeable future the Space Shuttle will be the only human-rated vehicle available to the U.S. space program for support of the ISS and other missions requiring humans. Use of the Space Shuttle will extend well beyond current planning, and is likely to continue for the life of the ISS.

Source record↗

Alternating Between Software Models and Real Hardware in the System Integration Lab for theIncremental Development of the Space Launch System Program Avionics

The MSFC System Integration Lab (SIL) supports avionics development of NASA’s Space Launch System—a new U.S. heavy-lift launch vehicle for NASA’s next generation of human space exploration beyond low-Earth orbit. The SIL facility allows for the incremental development of system components by either hosting real hardware in the loop and/or software models of those components. Through this functionality test teams are able to evaluate overall system performance as components are designed, built and modified. Early hardware/software integration and testing reduces risks and saves overall cost and schedule throughout a program/project life cycle. By performing early hardware/software integration, potential architecture and interface-related problems can be identified, and thus reduce associated risk as early in the design cycle as possible when problems are the least expensive to resolve while also improving the design and requirements. This presentation will illustrate the power of employing a hardware in the loop simulation system for the development of novel spacecraft avionics.

Space Launch System↗

The Mass Change Designated Observable Study: Overview and Results

The 2017–2027 United States National Academy of Sciences Decadal Survey (DS) for Earth Science and Applications from Space identified Mass Change (MC) as one of five Designated Observables (DOs) having the highest priority in terms of Earth observations required to advance Earth system science over the next decade. In response to this designation, NASA initiated several multi-center studies, with the goal of recommending observing system architectures for each DO for implementation within this decade. This paper provides an overview of the Mass Change Designated Observable (MCDO) Study along with key findings. The study process included: (a) generation of a Science and Applications Traceability Matrix (SATM) that maps required measurement parameters to the DS Science and Applications Objectives; (b) identification of three architecture classes relevant for measuring mass change: Precise Orbit Determination (POD), Satellite-Satellite-Tracking (SST) and Gravity Gradiometry (GG), along with variants within each architecture class; and (c) creation of a Value Framework process that considers science value, cost, risk, schedule, and partnership opportunities, to identify and recommend high value observing systems for further in-depth study. The study team recommended the implementation of an SST architecture, and identified variants that simultaneously (a) satisfy the baseline measurement parameters of the SATM; (b) maximize the probability of providing overlap with the Gravity Recovery and Climate Experiment Follow-On (GRACE-FO) mission currently in operation, accelerating science return from both missions; and (c) provide a pathway towards substantial improvements in resolution and accuracy of mass change data products relative to the program of record.

D N Wiese↗

Performance Modeling of Urban Air Mobility Vehicles to Support Air Traffic Management Research

The recent emergence of Urban Air Mobility (UAM) vehicles has resulted in a need for flight performance models that enable comprehensive simulation-based research on air traffic management topics such as route structure, scheduling, and separation standards. Successful performance modeling methods exist for a wide range of traditional aircraft designs. However, comparable modeling methods appropriate for UAM vehicles that combine fixed-wing and rotorcraft performance have not yet been established. One challenge to progress has been the lack of available data capturing the performance characteristics and unique flight profiles of these aircraft. This paper describes methods used to generate the required performance data and the development of performance models for UAM vehicles. Included is a review of the energy and power equations often used in developing performance models for traditional aircraft as well as a discussion of their applicability to UAM vehicles. The challenge of generating realistic performance data in over-actuated vehicles transitioning from hover to cruise flight is also addressed through an approach based on objective function optimization. A table-based performance model format adapted to UAM configurations is described, as well as parametric models intended to accompany the performance table to allow detailed modeling of power and fuel consumption during accelerated flight, turning flight, or flight at an arbitrary climb or descent rate. A discussion of future work is also provided, including the need for refinement of UAM performance modeling methods and formats, especially in conjunction with improvements to aerodynamic modeling of vehicles with complex designs where strong interaction effects may dominate important regions of the flight envelope.

Performance Modeling↗

Performance Modeling of Urban Air Mobility Vehicles to Support Air Traffic Management Research

The recent emergence of Urban Air Mobility (UAM) vehicles has resulted in a need for flight performance models that enable comprehensive simulation-based research on air traffic management topics such as route structure, scheduling, and separation standards. Successful performance modeling methods exist for a wide range of traditional aircraft designs. However, comparable modeling methods appropriate for UAM vehicles that combine fixed-wing and rotorcraft performance have not yet been established. One challenge to progress has been the lack of available data capturing the performance characteristics and unique flight profiles of these aircraft. This paper describes methods used to generate the required performance data and the development of performance models for UAM vehicles. Included is a review of the energy and power equations often used in developing performance models for traditional aircraft as well as a discussion of their applicability to UAM vehicles. The challenge of generating realistic performance data in over-actuated vehicles transitioning from hover to cruise flight is also addressed through an approach based on objective function optimization. A table-based performance model format adapted to UAM configurations is described, as well as parametric models intended to accompany the performance table to allow detailed modeling of power and fuel consumption during accelerated flight, turning flight, or flight at an arbitrary climb or descent rate. A discussion of future work is also provided, including the need for refinement of UAM performance modeling methods and formats, especially in conjunction with improvements to aerodynamic modeling of vehicles with complex designs where strong interaction effects may dominate important regions of the flight envelope.

Performance Modeling↗

Asteroid Crewed Segment Mission Lean Development

The next generation of human spaceflight missions presents numerous challenges to designers that must be addressed to produce a feasible concept. The specific challenges of designing an exploration mission utilizing the Space Launch System and the Orion spacecraft to carry astronauts beyond earth orbit to explore an asteroid stored in a distant retrograde orbit around the moon will be addressed. Mission designers must carefully balance competing constraints including cost, schedule, risk, and numerous spacecraft performance metrics including launch mass, nominal landed mass, abort landed mass, mission duration, consumable limits and many others. The Asteroid Redirect Crewed Mission will be described along with results from the concurrent mission design trades that led to its formulation. While the trades presented are specific to this mission, the integrated process is applicable to any potential future mission. The following trades were critical in the mission formulation and will be described in detail: 1) crew size, 2) mission duration, 3) trajectory design, 4) docking vs grapple, 5) extravehicular activity tasks, 6) launch mass and integrated vehicle performance, 7) contingency performance, 8) crew consumables including food, clothing, oxygen, nitrogen and water, and 9) mission risk. The additional Orion functionality required to perform the Asteroid Redirect Crewed Mission and how it is incorporated while minimizing cost, schedule and mass impacts will be identified. Existing investments in the NASA technology portfolio were leveraged to provide the added functionality that will be beneficial to future exploration missions. Mission kits are utilized to augment Orion with the necessary functionality without introducing costly new requirements to the mature Orion spacecraft design effort. The Asteroid Redirect Crewed Mission provides an exciting early mission for the Orion and SLS while providing a stepping stone to even more ambitious missions in the future.

Gard, Joe↗

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗

Integrated Control Design for A Partially Turboelectric Aircraft Propulsion System

Electrified Aircraft Propulsion (EAP) holds great potential for reducing aviation emissions and fuel burn. A variety of EAP architectures have been proposed including partially-turboelectric configurations that combine turbofan engines with motor-driven propulsors. Such architectures exhibit coupling between subsystems and thus require an integrated control solution. To address this need, this paper presents an integrated control design strategy for a commercial single-aisle partially-turboelectric aircraft concept consisting of two wing-mounted turbofan engines and an electric motor driven tailfan propulsor. Within this architecture the turbofans serve the dual purpose of generating thrust and supplying mechanical offtake power used to generate electricity for the tailfan motor. The propulsion control system is tasked with coordinating turbofan and tailfan operation under both steady-state and transient scenarios. The paper introduces a linear state-space representation of the architecture reflecting the coupling between the turbofan and tailfan subsystems along with loop transfer functions reflecting open- and closed-loop system dynamics. Also discussed is an applied strategy for scheduling the tailfan setpoint command based on the average sensed fan speed of the two turbofans. This approach ensures synchronized operation of the turbofan and tailfan subsystems while also allowing the turbofan fuel control design to be simplified. Performance of the integrated control design is assessed through a real-time hardware-in-the-loop test conducted at the NASA Electric Aircraft Testbed. During this test a scaled version of the electrical system and turbomachinery shaft dynamics were implemented in electrical machine hardware and evaluated under closed-loop control. Results from this facility test are presented to illustrate the efficacy of the applied integrated control design approach under steady-state and transient scenarios including a full-flight mission profile.

Electrified Aircraft Propulsion↗

Next generation communications satellites: multiple access and network studies

Efficient resource allocation and network design for satellite systems serving heterogeneous user populations with large numbers of small direct-to-user Earth stations are discussed. Focus is on TDMA systems involving a high degree of frequency reuse by means of satellite-switched multiple beams (SSMB) with varying degrees of onboard processing. Algorithms for the efficient utilization of the satellite resources were developed. The effect of skewed traffic, overlapping beams and batched arrivals in packet-switched SSMB systems, integration of stream and bursty traffic, and optimal circuit scheduling in SSMB systems: performance bounds and computational complexity are discussed.

Meadows, H. E.↗

The Rotational and Gravitational Effect of Earthquakes

The static displacement field generated by an earthquake has the effect of rearranging the Earth's mass distribution and will consequently cause the Earth's rotation and gravitational field to change. Although the coseismic effect of earthquakes on the Earth's rotation and gravitational field have been modeled in the past, no unambiguous observations of this effect have yet been made. However, the Gravity Recovery And Climate Experiment (GRACE) satellite, which is scheduled to be launched in 2001, will measure time variations of the Earth's gravitational field to high degree and order with unprecedented accuracy. In this presentation, the modeled coseismic effect of earthquakes upon the Earth's gravitational field to degree and order 100 will be computed and compared to the expected accuracy of the GRACE measurements. In addition, the modeled second degree changes, corresponding to changes in the Earth's rotation, will be compared to length-of-day and polar motion excitation observations.

Gross, Richard↗

Feasibility of Varying Geo-Fence Around an Unmanned Aircraft Operation Based on Vehicle Performance and Wind

Managing trajectory separation is critical to ensuring accessibility, efficiency, and safety in the unmanned airspace. The notion of geo-fences is an emerging concept, where distance buffers enclose individual trajectories and areas of operation in order to manage the airspace. Currently, the Air Traffic Management system for commercial travel defines static distance buffers around the aircraft; however, commercial UASs are envisioned to operate in significantly closer proximity to other UAS requiring a geo-fence for spacing operations. The geo-fence size can be determined based on vehicle performance characteristics, state of the airspace, weather, and other unforeseen events such as emergency or disaster response. Calculation of the geo-fence size could be determined as part of pre-flight planning and during real-time operations. A largely non-homogeneous fleet of UASs will be operating in low altitude and will likely be commercially developed. Due to intellectual property concerns, the operators may not provide detailed specifications of the control system to UTM. In addition, the huge variety of UAS makes modeling each control system prohibitive and flight data for these vehicles may not exist. Therefore, a generalized, simple geo-fence sizing algorithm must be developed such that it does not rely on detailed knowledge of the vehicle control system, accounts for the presence of urban winds, and is sufficiently accurate. In this work, two simple models are investigated to determine its feasibility as an adequate means for calculating the geo-fence size. The vehicle data used in this work are provided by UAS manufactures who have partnered with NASA's UTM project and some publicly available websites. The first model utilizes wind data processed from the NOAA HRRR (Hourly Rapid Refresh) product and Sonar Annemometer data provided by San Jose State. The second model utilizes OpenFOAM which is a CFD code used to generate a wind field for flow around a single building. The key vehicle performance parameters can include UAS response time to disturbances, command to actuation latency, control system rate limits, time to recovery to desired path, and aerodynamics. It was found that the first model provides an initial understanding of geo-fence sizing, but does not provide enough accuracy to provide UTM with an efficient means of scheduling vehicles. The results of the second model reveal that modeling UAS controls systems with a linearized plant and gain scheduled PID controller does not allow capture the UAS flight dynamics within a significant envelope of the wind disturbances.

uncertainty↗

Terra MODIS: 20 years of on-orbit calibration and performance

For nearly 20 years, Terra MODIS observations have generated a broad range of data products, enabling the remote sensing community and users worldwide for their studies of many key geophysical parameters of the Earth’s system. MODIS collects data in 36 spectral bands, covering wavelengths from 0.41 to 14.4 μm, that are calibrated by a set of on-board calibrators (OBC). Also contributed to sensor on-orbit calibration and characterization are near monthly-scheduled lunar observations and long-term trends of sensor responses over select ground targets. The quality of MODIS data products relies strongly on the dedicated efforts to the operate instrument, derive and update calibration parameters, and improve calibration strategies and algorithms in order to address on-orbit changes of sensor characteristics and its OBC functions. This paper provides an overview of Terra MODIS on-orbit operation and calibration activities over the last 20 years, including changes made to extend and preserve instrument and OBC functions and their implementation strategies. It illustrates sensor on-orbit performance using data from its OBC, lunar observations, and select ground targets and discusses major changes in sensor characteristics and corrections applied to the L1B algorithms or updates of calibration look-up tables (LUTs). Also described in this paper are lessons learned from Terra MODIS and future efforts to further extend its long-term data records.

Terra↗