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For curved-path tracking with respect to power input side, system employs two sets of infrared detectors on dropthrough side for sensing. First set functions with closed-loop motor control system in azimuthal direction, and second set with its closed-loop motor control system positions elevation.
Trajectory data are presented for a nominal and two launch window trajectory simulations. These trajectories are designed to insert a manned Apollo spacecraft into a 150/167 km. (81/90 n. mi.) earth orbit inclined at 51.78 degrees for rendezvous with a Soyuz spacecraft, which will be orbiting at approximately 225 km. (121.5 n. mi.). The launch window allocation defined for this launch is 500 pounds of S-IVB stage propellant. The launch window opening trajectory simulation depicts the earliest launch time deviation from a planar flight launch which conforms to this constraint. The launch window closing trajectory simulation was developed for the more stringent Air Force Eastern Test Range (AFETR) flight azimuth restriction of 37.4 degrees east-of-north. These trajectories enclose a 12.09 minute launch window, pertinent features of which are provided in a tabulation. Planar flight data are included for mid-window reference.
A collection of bidirectional canopy reflection models was obtained from the solution of the radiation transfer equation for a horizontally homogeneous canopy. A phase function is derived for a collection of bidirectionally reflecting and transmitting planar elements characterized geometrically by slope and azimuth density functions. Two approaches to solving the radiation transfer equation for the canopy are presented. One approach factors the radiation transfer equation into a solvable set of three first-order linear differential equations by assuming that the radiation field within the canopy can be initially approximated by three components: uniformly diffuse downwelling, uniformly diffuse upwelling, and attenuated specular. The solution to these equations, which can be iterated to any degree of accuracy, was used to obtain overall canopy reflection from the formal solution to the radiation transfer equation. A programable solution to canopy overall bidirectional reflection is given for this approach. The special example of Lambertian leaves with constant leaf bidirectional reflection and scattering functions is considered, and a programmable solution for this example is given. The other approach to solving the radiation transfer equation, a generalized Chandrasekhar technique, is presented in the appendix.
An annular suspension and pointing system consisting of pointing assemblies for coarse and vernier pointing is described. The first assembly is attached to a carrier spacecraft (e.g., the space shuttle) and consists of an azimuth gimbal and an elevation gimbal which provide 'coarse' pointing. The second or vernier pointing assembly is made up of magnetic actuators of suspension and fine pointing, roll motor segments, and an instrument or experiment mounting plate around which is attached a continuous annular rim similar to that used in the annular momentum control device. The rim provides appropriate magnetic circuits for the actuators and the roll motor segments for any instrument roll position. The results of a study to determine the pointing accuracy of the system in the presence of crew motion disturbances are presented. Typical 3 sigma worst-case errors are found to be of the order of 0.001 arc-second.
Treated jointly, two recent results imply that the distribution of winds in the polar ionosphere should change as a function of the direction of the interplanetary magnetic field. From the motions of chemically released ion and neutral clouds, it is apparent that neutral winds in the high-latitude ionosphere are driven principally by ion drag forces. OGO 6 electric field measurements demonstrate that there are definite relationships between the time/latitude distribution of ionospheric plasma convection and interplanetary magnetic field parameters, and also that the distribution is most sensitive to the azimuthal angle of the inter planetary field. Although direct neutral wind to interplanetary magnetic field comparisons are not available, logic clearly implies a close relationship. Observations of infrasonic waves following sudden ionization enhancements indicate the existence of momentum transfer.
An extensive aircraft underflight program was conducted along the Skylab groundpath for the purpose of documenting wind, wave, and atmospheric conditions affecting the amplitude of the active and passive microwave signatures. The S-193 microwave system senses a roughness parameter at the ocean surface that is proportional to the surface windspeed. The aircraft program is described, and some comparisons of satellite and aircraft results are presented. The principal result of the comparison of active radar is that direct inferences of the surface windspeed are possible, but subject to considerable scatter, and that this scatter appears to be due to interaction between long gravity and short Bragg waves and backscatter due to rain as well as errors in correcting for azimuth dependence. An unforeseen opportunity to observe a Pacific hurricane by both Skylab and NOAA aircraft has contributed to the development of a simplified wave forecasting scheme applicable to hurricanes, and more general conditions, which combines the better qualities of both spectral and height/period forecasting techniques. Horizontal polarization data obtained by the aircraft in Hurricane Ava, and in other experiments, which led to this development are presented.
Calculations were made of the frequency of encounter as a function of azimuth of encounter of a passing aircraft with the aircraft in a random planar horizontal field. All the field aircraft moved at a constant speed but in random directions. These calculations included the total frequency of encounter with the aircraft of the field and the frequency of encounter with those aircraft of the field which were encountered in the fore quadrant, in the lateral quadrants, and in the rear quadrant; the calculations were made for various speed ratios of the field aircraft and the passing aircraft.
Fermi scattering and transit time damping are two possible mechanisms for accelerating low energy protons (approximately 1 Mev) in co-rotating particle streams. Solutions to the equations which govern particle behavior in such streams are presented. It was found that acceleration by Fermi scattering requires a scattering mean-free path more than an order of magnitude smaller than the nominal value for low energy particles of 0.1 AU. Transit time damping of only the observed low level of magnitude fluctuations in the interplanetary magnetic field appears to yield the required acceleration rate. Measurements of the direction of the anisotropy in the particle streams could help in deciding which mechanism is operative. In the case of Fermi scattering the anisotropy must be in the heliocentric radial direction, whereas for transit time damping a significant azimuthal anisotropy could be present.
The results of an analysis of the effects of deterministic error sources on position error in the simplex strapdown navigation system were documented. Improving the long term accuracy of the system was addressed in two phases: understanding and controlling the error within the system, and defining methods of damping the net system error through the use of an external reference velocity or position. Review of the flight and ground data revealed error containing the Schuler frequency as well as non-repeatable trends. The only unbounded terms are those involving gyro bias and azimuth error coupled with velocity. All forms of Schuler-periodic position error were found to be sufficiently large to require update or damping capability unless the source coefficients can be limited to values less than those used in this analysis for misalignment and gyro and accelerometer bias. The first-order effects of the deterministic error sources were determined with a simple error propagator which provided plots of error time functions in response to various source error values.
The author has identified the following significant results. Preliminary statistical analysis of length and azimuth of linear stream segments in the Battle Mountain area suggest that segment length (discriminating criterion) can be used to distinguish mineralized from nonmineralized areas.
An evaluation of the tactical instrument landing systems (TILS) for use in the orbiter autoland system was made. It was found that with certain modifications, the TILS can satisfy orbiter autoland requirements. These modifications, include (1) addition of DME equipment, (2) expansion of elevation coverage from 0-10 deg to 0-30 deg, and (3) expansion to redundant systems with associated ground monitors. Additional modifications that are not necessary to meet the orbiter requirements, but that can enhance performance margin are (1) tightening of elevation antenna beam width from 1.3 deg to 0.5 deg and (2) split site configuration to provide azimuth and range coverage through rollout.
When spacecraft are tracked near the line-of-sight of the sun, the ground antenna sidelobes see the solar noise. The solar noise increases the ground system operating noise temperature and degrades the downlink RF reception performance. At specific antenna azimuthal angles relative to the sun, noise peaks and nulls occur periodically throughout a day's tracking pass due to the quadripod support leg-generated sidelobes. This article documents this effect while tracking Helios 1, illustrates the time of the peaks, and compares the predicted time of the noise temperature peaks with the measured data.
The current roll maneuver to the flight azimuth following lift-off is achieved by commanding roll attitude using a linear profile with no roll rate command. The linearity of this command profile implies an infinite acceleration to a constant roll rate; the vehicle cannot instantaneously achieve this rate, so the actual roll attitude lags the command attitude throughout the maneuver. The roll attitude error which thus develops can be reduced by augmenting the attitude command with a rate command and utilizing finite slopes on the rate command to give the vehicle time to accelerate. Results obtained from commanding various roll attitude and rate combinations to perform the maneuver are presented.
Numerical simulations were performed to obtain the orbit- and attitude-determination requirements of a spacecraft-borne gradiometer mission. Results demonstrated that position determination of 300 meters in the along-track and cross-track directions and 50 meters in the radial direction are mission requirements. The optimal orientation of the gradiometer sensing plane is achieved when the spin vector elevation is 0 degrees. The attitude-determination requirements are 5 degrees resolution for spin-vector azimuth and 0.2 degree resolution for spin-vector elevation. When these requirements are met, 3-degree gravity anomalies can be recovered globally with an accuracy of 0.025/mm/sq s (2.5 mgals). The Appendix documents the mathematical procedures for estimating detailed gravity fields from gradiometer data.
A FORTRAN computer program called WINDOW was written to simplify the planning of astronomical observations of a number of objects in a limited time. The program lists the azimuths at 15 minute intervals of up to 20 objects while they are in a given range of elevation angles - the window - and gives the elevation angle of each object at its time of transit. This work was motivated by the need to use observing time efficiently on flights of NASA-Ames' Lear Jet and C-141 observatories; WINDOW permits the investigator to prepare preliminary flight plans. However, the program is suited to planning ground-based observations as well. The program and a sample flight plan are described.
A high-resolution Fourier interferometer-spectrophotopolarimeter is provided using a single linear polarizer-analyzer the transmission axis azimuth of which is positioned successively in the three orientations of 0 deg, 45 deg, and 90 deg, in front of a detector; four flat mirrors, three of which are switchable to either of two positions to direct an incoming beam from an interferometer to the polarizer-analyzer around a sample cell transmitted through a medium in a cell and reflected by medium in the cell; and four fixed focussing lenses, all located in a sample chamber attached at the exit side of the interferometer. This arrangement can provide the distribution of energy and complete polarization state across the spectrum of the reference light entering from the interferometer; the same light after a fixed-angle reflection from the sample cell containing a medium to be analyzed; and the same light after direct transmission through the same sample cell, with the spectral resolution provided by the interferometer.
The performance, blade loads, and acoustic characteristics of a variable geometry rotor (VGR) system in forward flight and in a pullup maneuver were determined by the use of existing analytical programs. The investigation considered the independent effects of vertical separation of two three-bladed rotor systems as well as the effects of azimuthal spacing between the blades of the two rotors. The computations were done to determine the effects of these parameters on the performance, blade loads, and acoustic characteristics at two advance ratios in steady-state level flight and for two different g pullups at one advance ratio. To evaluate the potential benefits of the VGR concept in forward flight and pullup maneuvers, the results were compared as to performance, oscillatory blade loadings, vibratory forces transmitted to the fixed fuselage, and the rotor noise characteristics of the various VGR configurations with those of the conventional six-bladed rotor system.
A Nike Tomahawk sounding rocket was launched into a 400-gamma auroral substorm from Esrange, Kiruna, Sweden. The rocket instrumentation included a split Langmuir-probe plasma-velocity detector and a double-probe electric-field detector. Above 140-km altitude, the electric field deduced from the ion-flow velocity measurement and the electric field measured by the double probe agree to an accuracy within the uncertainties of the two measurements. The difference between the two measurements at altitudes below 140 km provides an in situ measurement of current density and conductivity. Alternatively, if values for the conductivity are assumed, the neutral-wind velocity can be deduced. The height-integrated current was 0.11 A/m flowing at an azimuth angle of 276 deg. The neutral winds were strong, exhibited substantial altitude variation in the east-west component, and were predominantly southward.