Results for “difference scaling” — Page 47

NASA NTRS2005

Looking for systematic error in scale from terrestrial reference frames derived from DORIS data

The long-term stability of the scale of Terrestrial Reference Frames is directly linked with station height determination and is critical for several scientific studies, such as global mean sea level rise or ocean circulation with consequences on global warming studies. In recent International Terrestrial Reference Frame solutions, the DORIS technique was not sonsidered able to provide any useful information on scale. We have analyzed three different DORIS time series of coordinates performed independently using different software packages.

Terrestrial Reference Frame (TRF)↗

NASA NTRS2006

Advanced Energy Conversion Technologies and Architectures for Earth and Beyond

Research, development and studies of novel space-based solar power systems, technologies and architectures for Earth and beyond are needed to reduce the cost of clean electrical power for terrestrial use and to provide a stepping stone for providing an abundance of power in space, i.e., manufacturing facilities, tourist facilities, delivery of power between objects in space, and between space and surface sites. The architectures, technologies and systems needed for space to Earth applications may also be used for in-space applications. Advances in key technologies, i.e., power generation, power management and distribution, power beaming and conversion of beamed power are needed to achieve the objectives of both terrestrial and extraterrestrial applications. There is a need to produce "proof-ofconcept" validation of critical WPT technologies for both the near-term, as well as far-term applications. Investments may be harvested in near-term beam safe demonstrations of commercial WPT applications. Receiving sites (users) include ground-based stations for terrestrial electrical power, orbital sites to provide power for satellites and other platforms, future space elevator systems, space vehicle propulsion, and space surface sites. Space surface receiving sites of particular interest include the areas of permanent shadow near the moon s North and South poles, where WPT technologies could enable access to ice and other useful resources for human exploration. This paper discusses work addressing a promising approach to solar power generation and beamed power conversion. The approach is based on a unique high-power solar concentrator array called Stretched Lens Array (SLA) applied to both solar power generation and beamed power conversion. Since both versions (solar and laser) of SLA use many identical components (only the photovoltaic cells need to be different), economies of manufacturing and scale may be realized by using SLA on both ends of the laser power beaming system in a space solar power application. Near-term uses of this SLA-laser-SLA system may include terrestrial and space exploration in near Earth space. Later uses may include beamed power for bases or vehicles on Mars. Strategies for developing energy infrastructures in space which utilize this technology are presented. This dual use system produces electrical energy efficiently from either coherent light, such as from a highly coherent laser, or from conventional solar illumination. This allows, for example, supplementing solar energy with energy provided by highly coherent laser illumination during periods of low solar illumination or no illumination. This reduces the need for batteries and alternate sources of power. The capability of using laser illumination in a lowest order Gaussian laser mode provides means for transmitting power optically with maximum efficiency and precision over the long distances characteristic of space. A preliminary receiving system similar to that described here, has been produced and tested under solar and laser illumination. A summary of results is given.

Howell, Joe T.↗

NASA NTRS2008

Construction of Penrose Diagrams for Dynamic Black Holes

A set of Penrose diagrams is constructed in order to examine the large-scale causal structure of black holes with dynamic horizons. Coordinate dependencies of significant features, such as the event horizon and radial mass scale, are demonstrated on the diagrams. Unlike in static Schwarzschild geometries, the radial mass scale is clearly seen to differ from the horizon. Trajectories for photons near the horizon are briefly discussed.

Brown, Beth A.↗

NASA NTRS2009

An Enhanced Global Precipitation Measurement (GPM) Validation Network Prototype

A Validation Network (VN) prototype is currently underway that compares data from the Precipitation Radar (PR) instrument on NASA's Tropical Rainfall Measuring Mission (TRMM) satellite to similar measurements from the U.S. national network of operational weather radars. This prototype is being conducted as part of the ground validation activities of NASA's Global Precipitation Measurement (GPM) mission. GPM will carry a Dual-frequency Precipitation Radar instrument (DPR) with similar characteristics to the TRMM PR. The purpose of the VN is to identify and resolve significant discrepancies between the U.S. national network of ground radar (GR) observations and satellite observations. The ultimate goal of such comparisons is to understand and resolve the first order variability and bias of precipitation retrievals in different meteorological/hydrological regimes at large scales. This paper presents a description of, and results from, an improved algorithm for volume matching and comparison of PR and ground radar observations.

Schwaller, Matthew R.↗

NASA NTRS2013

Consistency of Estimated Global Water Cycle Variations Over the Satellite Era

Motivated by the question of whether recent indications of decadal climate variability and a possible "climate shift" may have affected the global water balance, we examine evaporation minus precipitation (E-P) variability integrated over the global oceans and global land from three points of view-remotely sensed retrievals / objective analyses over the oceans, reanalysis vertically-integrated moisture convergence (MFC) over land, and land surface models forced with observations-based precipitation, radiation and near-surface meteorology. Because monthly variations in area-averaged atmospheric moisture storage are small and the global integral of moisture convergence must approach zero, area-integrated E-P over ocean should essentially equal precipitation minus evapotranspiration (P-ET) over land (after adjusting for ocean and land areas). Our analysis reveals considerable uncertainty in the decadal variations of ocean evaporation when integrated to global scales. This is due to differences among datasets in 10m wind speed and near-surface atmospheric specific humidity (2m qa) used in bulk aerodynamic retrievals. Precipitation variations, all relying substantially on passive microwave retrievals over ocean, still have uncertainties in decadal variability, but not to the degree present with ocean evaporation estimates. Reanalysis MFC and P-ET over land from several observationally forced diagnostic and land surface models agree best on interannual variations. However, upward MFC (i.e. P-ET) reanalysis trends are likely related in part to observing system changes affecting atmospheric assimilation models. While some evidence for a low-frequency E-P maximum near 2000 is found, consistent with a recent apparent pause in sea-surface temperature (SST) rise, uncertainties in the datasets used here remain significant. Prospects for further reducing uncertainties are discussed. The results are interpreted in the context of recent climate variability (Pacific Decadal Oscillation, Atlantic Meridional Overturning), and efforts to distinguish these modes from longer-term trends.

Robertson, F. R.↗

NASA NTRS2013

Consistency of Estimated Global Water Cycle Variations Over the Satellite Era

Motivated by the question of whether recent indications of decadal climate variability and a possible "climate shift" may have affected the global water balance, we examine evaporation minus precipitation (E-P) variability integrated over the global oceans and global land from three points of view-remotely sensed retrievals / objective analyses over the oceans, reanalysis vertically-integrated moisture convergence (MFC) over land, and land surface models forced with observations-based precipitation, radiation and near-surface meteorology. Because monthly variations in area-averaged atmospheric moisture storage are small and the global integral of moisture convergence must approach zero, area-integrated E-P over ocean should essentially equal precipitation minus evapotranspiration (P-ET) over land (after adjusting for ocean and land areas). Our analysis reveals considerable uncertainty in the decadal variations of ocean evaporation when integrated to global scales. This is due to differences among datasets in 10m wind speed and near-surface atmospheric specific humidity (2m qa) used in bulk aerodynamic retrievals. Precipitation variations, all relying substantially on passive microwave retrievals over ocean, still have uncertainties in decadal variability, but not to the degree present with ocean evaporation estimates. Reanalysis MFC and P-ET over land from several observationally forced diagnostic and land surface models agree best on interannual variations. However, upward MFC (i.e. P-ET) reanalysis trends are likely related in part to observing system changes affecting atmospheric assimilation models. While some evidence for a low-frequency E-P maximum near 2000 is found, consistent with a recent apparent pause in sea-surface temperature (SST) rise, uncertainties in the datasets used here remain significant. Prospects for further reducing uncertainties are discussed. The results are interpreted in the context of recent climate variability (Pacific Decadal Oscillation, Atlantic Meridional Overturning), and efforts to distinguish these modes from longer-term trends.

Robertson, F. R.↗

NASA NTRS2016

What Controls the Vertical Distribution of Aerosol? Relationships Between Process Sensitivity in HadGEM3-UKCA and Inter-Model Variation from AeroCom Phase II

The vertical profile of aerosol is important for its radiative effects, but weakly constrained by observations on the global scale, and highly variable among different models. To investigate the controlling factors in one particular model, we investigate the effects of individual processes in HadGEM3-UKCA and compare the resulting diversity of aerosol vertical profiles with the inter-model diversity from the AeroCom Phase II control experiment. In this way we show that (in this model at least) the vertical profile is controlled by a relatively small number of processes, although these vary among aerosol components and particle sizes. We also show that sufficiently coarse variations in these processes can produce a similar diversity to that among different models in terms of the global-mean profile and, to a lesser extent, the zonal-mean vertical position. However, there are features of certain models' profiles that cannot be reproduced, suggesting the influence of further structural differences between models. In HadGEM3-UKCA, convective transport is found to be very important in controlling the vertical profile of all aerosol components by mass. In-cloud scavenging is very important for all except mineral dust. Growth by condensation is important for sulfate and carbonaceous aerosol (along with aqueous oxidation for the former and ageing by soluble material for the latter). The vertical extent of biomass-burning emissions into the free troposphere is also important for the profile of carbonaceous aerosol. Boundary-layer mixing plays a dominant role for sea salt and mineral dust, which are emitted only from the surface. Dry deposition and below-cloud scavenging are important for the profile of mineral dust only. In this model, the microphysical processes of nucleation, condensation and coagulation dominate the vertical profile of the smallest particles by number (e.g. total CN >3 nm), while the profiles of larger particles (e.g. CN>100 nm) are controlled by the same processes as the component mass profiles, plus the size distribution of primary emissions. We also show that the processes that affect the AOD-normalised radiative forcing in the model are predominantly those that affect the vertical mass distribution, in particular convective transport, in-cloud scavenging, aqueous oxidation, ageing and the vertical extent of biomass-burning emissions.

dust↗

NASA NTRS2017

Repeatability of Cryogenic Multilayer Insulation

Due to the variety of requirements across aerospace platforms, and one off projects, the repeatability of cryogenic multilayer insulation has never been fully established. The objective of this test program is to provide a more basic understanding of the thermal performance repeatability of MLI systems that are applicable to large scale tanks. There are several different types of repeatability that can be accounted for: these include repeatability between multiple identical blankets, repeatability of installation of the same blanket, and repeatability of a test apparatus. The focus of the work in this report is on the first two types of repeatability. Statistically, repeatability can mean many different things. In simplest form, it refers to the range of performance that a population exhibits and the average of the population. However, as more and more identical components are made (i.e. the population of concern grows), the simple range morphs into a standard deviation from an average performance. Initial repeatability testing on MLI blankets has been completed at Florida State University. Repeatability of five GRC provided coupons with 25 layers was shown to be +/- 8.4 whereas repeatability of repeatedly installing a single coupon was shown to be +/- 8.0. A second group of 10 coupons have been fabricated by Yetispace and tested by Florida State University, through the first 4 tests, the repeatability has been shown to be +/- 16. Based on detailed statistical analysis, the data has been shown to be statistically significant.

multilayer insulation↗

NASA NTRS2017

Repeatability of Cryogenic Multilayer Insulation

Due to the variety of requirements across aerospace platforms, and one off projects, the repeatability of cryogenic multilayer insulation has never been fully established. The objective of this test program is to provide a more basic understanding of the thermal performance repeatability of MLI systems that are applicable to large scale tanks. There are several different types of repeatability that can be accounted for: these include repeatability between multiple identical blankets, repeatability of installation of the same blanket, and repeatability of a test apparatus. The focus of the work in this report is on the first two types of repeatability. Statistically, repeatability can mean many different things. In simplest form, it refers to the range of performance that a population exhibits and the average of the population. However, as more and more identical components are made (i.e. the population of concern grows), the simple range morphs into a standard deviation from an average performance. Initial repeatability testing on MLI blankets has been completed at Florida State University. Repeatability of five GRC provided coupons with 25 layers was shown to be +/- 8.4% whereas repeatability of repeatedly installing a single coupon was shown to be +/- 8.0%. A second group of 10 coupons have been fabricated by Yetispace and tested by Florida State University, through the first 4 tests, the repeatability has been shown to be +/- 15-25%. Based on detailed statistical analysis, the data has been shown to be statistically significant.

multilayer insulation↗

NASA NTRS2018

SLS Navigation Model-Based Design Approach

The SLS Program chose to implement a Model-based Design and Model-based Requirements approach for managing component design information and system requirements. This approach differs from previous large-scale design efforts at Marshall Space Flight Center where design documentation alone conveyed information required for vehicle design and analysis and where extensive requirements sets were used to scope and constrain the design. The SLS Navigation Team has been responsible for the Program-controlled Design Math Models (DMMs) which describe and represent the performance of the Inertial Navigation System (INS) and the Rate Gyro Assemblies (RGAs) used by Guidance, Navigation, and Controls (GN&C). The SLS Navigation Team is also responsible for the navigation algorithms. The navigation algorithms are delivered for implementation on the flight hardware as a DMM. For the SLS Block 1-B design, the additional GPS Receiver hardware is managed as a DMM at the vehicle design level. This paper provides a discussion of the processes and methods used to engineer, design, and coordinate engineering trades and performance assessments using SLS practices as applied to the GN&C system, with a particular focus on the Navigation components. These include composing system requirements, requirements verification, model development, model verification and validation, and modeling and analysis approaches. The Model-based Design and Requirements approach does not reduce the effort associated with the design process versus previous processes used at Marshall Space Flight Center. Instead, the approach takes advantage of overlap between the requirements development and management process, and the design and analysis process by efficiently combining the control (i.e. the requirement) and the design mechanisms. The design mechanism is the representation of the component behavior and performance in design and analysis tools. The focus in the early design process shifts from the development and management of design requirements to the development of usable models, model requirements, and model verification and validation efforts. The models themselves are represented in C/C++ code and accompanying data files. Under the idealized process, potential ambiguity in specification is reduced because the model must be implementable versus a requirement which is not necessarily subject to this constraint. Further, the models are shown to emulate the hardware during validation. For models developed by the Navigation Team, a common interface/standalone environment was developed. The common environment allows for easy implementation in design and analysis tools. Mechanisms such as unit test cases ensure implementation as the developer intended. The model verification and validation process provides a very high level of component design insight. The origin and implementation of the SLS variant of Model-based Design is described from the perspective of the SLS Navigation Team. The format of the models and the requirements are described. The Model-based Design approach has many benefits but is not without potential complications. Key lessons learned associated with the implementation of the Model Based Design approach and process from infancy to verification and certification are discussed

Oliver, T. Emerson↗

NASA NTRS2018

SLS Model Based Design: A Navigation Perspective

The SLS Program has implemented a Model-based Design (MBD) and Model-based Requirements approach for managing component design information and system requirements. This approach differs from previous large-scale design efforts at Marshall Space Flight Center where design documentation alone conveyed information required for vehicle design and analysis and where extensive requirements sets were used to scope and constrain the design. The SLS Navigation Team is responsible for the Program-controlled Design Math Models (DMMs) which describe and represent the performance of the Inertial Navigation System (INS) and the Rate Gyro Assemblies (RGAs) used by Guidance, Navigation, and Controls (GN&C). The SLS Navigation Team is also responsible for navigation algorithms. The navigation algorithms are delivered for implementation on the flight hardware as a DMM. For the SLS Block 1B design, the additional GPS Receiver hardware model is managed as a DMM at the vehicle design level. This paper describes the models, and discusses the processes and methods used to engineer, design, and coordinate engineering trades and performance assessments using SLS practices as applied to the GN&C system, with a particular focus on the navigation components.

Oliver, T. Emerson↗

NASA NTRS2019

Jupiter's Turbulent Power Spectra from Hubble Space Telescope

Turbulence in Jupiter's atmosphere was investigated with archival and ongoing observations from the Hubble Space Telescope. Data sets that include one full rotation (360° longitude coverage) were used to produce complete maps of the planet's upper cloud layer. The global maps were analyzed to generate the passive tracer power spectrum of cloud features for single rotation observations, while successive rotations produced pairs of maps such that zonal winds were calculated. An atmosphere's dimensionality and dynamics are reflected in the slopes of such turbulent power spectra. Many of the retrieved passive tracer power spectra have a shallow spectral index over wave numbers k∼1 − 30 and transition to the well‐known Kolmogorov k(exp −5/3) relation at smaller scales between wave numbers k∼30 − 1,000. The transition scale is similar to the number of jets in Jupiter's zonal wind profile and is related to the Rhines scale and the beta effect induced anisotropy scale. We also report on differences found in anticyclonic and cyclonic shear region power spectra and how they correlate to latitudinal changes in the zonal wind profile. We found that properties of Jupiter's power spectra are consistent with quasi‐geostrophic turbulence for shallow fluids.

Richard G. Cosentino↗

NASA NTRS2021

Habitability Models for Astrobiology

Habitability has been generally defined as the capability of an environment to support life. Ecologists have beenusing Habitat Suitability Models (HSMs) for more than four decades to study the habitability of Earth fromlocal to global scales. Astrobiologists have been proposing different habitability models for some time, with lit-tle integration and consistency among them, being different in function to those used by ecologists. Habitabilitymodels are not only used to determine whether environments are habitable, but they also are used to charac-terize what key factors are responsible for the gradual transition from low to high habitability states. Here wereview and compare some of the different models used by ecologists and astrobiologists and suggest how theycould be integrated into new habitability standards. Such standards will help improve the comparison and charac-terization of potentially habitable environments, prioritize target selections, and study correlations between habit-ability and biosignatures. Habitability models are the foundation of planetary habitability science, and the synergybetween ecologists and astrobiologists is necessary to expand our understanding of the habitability of Earth,the Solar System, and extrasolar planets.

Habitability↗

NASA NTRSDate not supplied

The Payload and Operations of the Hera Mission

On 26 September 2022, NASA’s DART mission successfully impacted on Dimorphos, the secondary of the binary asteroid Didymos. DART released the Light Italian Cubesat for Imaging of Asteroids (LICIACube) two weeks before the impact, and LICIACube flew by the asteroids three minutes after the impact. On approach, DART took images of both asteroids, which, supported by additional imagery from LICIACube, characterized the pre-impact state of the Didymos system. DART changed the orbit of Dimorphos around Didymos, reducing its orbital period by 33 minutes. DART will be followed by a detailed investigation of the Didymos system and the outcome of the impact by ESA’s Hera mission. Hera will be launched in October 2024 and arrive at Didymos in early 2027. The presentation will focus on the payload of the Hera mission and the operations at the asteroid system. The main objectives of the Hera mission are to: - Measure the mass of Dimorphos to accurately measure the momentum transfer efficiency of the DART impact. - Characterise the change of the surface of Dimorphos by DART, including the properties (and existence!) of the DART crater, to improve our understanding of impact physics and to observe unweathered material, recently exposed at the surface. - Determine the physical properties of Dimorphos, including its internal structure, to allow scaling of the impact to different types of asteroids. - Measure the dynamical and physical state of the Didymos and Dimorphos system to constrain binary formation scenarios. Hera is equipped with the following payload: Two Asteroid Framing Cameras (AFCs) for both science and navigation. There resolution is ~10-4 rad/pixel, or 40 cm/pixel for close observations from 4 km. They will provide the target global properties as well as local geomorphology and will investigate the crater and impact site. They will also measure the mass of Dimorphos through the “wobble” motion of Didymos. The Planetary ALTimeter (PALT) will measure the distance to the target and shape and topography information complementary to that from AFC images. The Thermal InfraRed Imager (TIRI) will provide information about the thermal properties of the Didymos system and spectral information in the mid-infrared (6 bands from 7 – 14 µm). The Hyperscout-H hyperspectral imager will provide mineralogical information from 25 spectral bands between 665 and 975 nm. Milani, a 6 unit cubesat, will carry a visible to near-IR imaging spectrometer (ASPECT, 500 – 2500 nm) to derive mineralogical information on the composition of the asteroids, and a thermogravimeter (VISTA) to measure the abundance and constrain the composition of ambient dust particles. Juventas, a 6 unit cubesat, will carry a monostatic low-frequency radar (JuRa), and a gravimeter (GRASS) to derive interior and surface properties of the asteroids. The Radio Science experiment will measure the gravity field of the Didymos system. Measurements of the acceleration of the Hera spacecraft by the asteroid pair through the radio link between Earth and Hera will be used as well as the inter-satellite link between Hera and the two cubesats. We will describe how the goals of Hera will be achieved with the different payload elements.

Michael Küppers↗

NASA NTRSDate not supplied

Effects of Communication Modality on Pilot-Controller Coordination during a Simulated m:N Operation

The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.

Garrett G Sadler↗

NASA NTRSDate not supplied

Effects of Communication Modality on Pilot-Controller Coordination during a Simulated m:N Operation

The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.

urban air mobility↗

NASA NTRSDate not supplied

Development of a Mechanical Trash Compactor (Mpactor) for Exploration Missions

NASA is developing a mechanical trash compactor (Mpactor), a pneumatically driven trash compaction system, for human space exploration missions to manage trash items such as food packaging, sanitary wipes, clothing, tape, and other types of waste. The compaction system that is under development does not involve heating, water removal, or water recovery which eliminates the need for complex ancillary hardware required to manage gaseous effluents, as well as condense the water vapor. A system called the Crew Exploration Vehicle (CEV) Compactor, intended for use in the micro-gravity environment, was developed at NASA Ames Research Center for the Constellation Program 2007. This CEV Compactor is being further developed and renamed the Mpactor (short for mechanical trash compactor). The Mpactor is being used to gather engineering data that will allow engineers and planners to scale a future design for different mission scenarios and to evaluate different bag materials and designs that help retain compaction.

transit vehicle↗

NASA NTRS2016

Nonlinear Wakes Behind a Row of Elongated Roughness Elements

This paper is concerned with the high Reynolds number flow over a spanwise periodic array of roughness elements with inter-element spacing of the order of the local boundary-layer thickness. While earlier work by Goldstein, Sescu, Duck and Choudhari (2010) and Goldstein, Sescu, Duck and Choudhari (2011) was mainly concerned with smaller roughness heights that produced relatively weak distortions of the downstream flow, the focus here is on extending the analysis to larger roughness heights and streamwise elongated planform shapes that together produce a qualitatively different, nonlinear behavior of the downstream wakes. The roughness scale flow now has a novel triple-deck structure that is somewhat different from related studies that have previously appeared in the literature. The resulting flow is formally nonlinear in the intermediate wake region, where the streamwise distance is large compared to the roughness dimensions but small compared to the downstream distance from the leading edge, as well as in the far wake region where the streamwise length scale is of the order of the downstream distance from the leading edge. In contrast, the flow perturbations in both of these wake regions were strictly linear in the earlier work by Goldstein et al (2010, 2011). This is an important difference because the nonlinear wake flow in the present case provides an appropriate basic state for studying the secondary instability and eventual breakdown into turbulence.

Boundary layer control↗