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A model of Jupiter's magnetosphere in which there is a circum-Jovian outflow of plasma from an inner corotating magnetodisc is compared with the observations of the Pioneer flybys.
Flyby missions and systematic observations of comets are projected for studying comet nuclei and cometary dust tail structures.
Science aspects of a 1980 spacecraft reconnaissance of Comet Encke are considered. The mission discussed is a ballistic flyby (more exactly, a fly-through) of P/Encke, using either a spin stabilized spacecraft, without despin of instruments, or a 3-axis stabilized spacecraft.
Test operations of the Scanning Laser Doppler System (SLDS) at Kennedy International Airport (KIA) during August 1974 through June 1975 are reported. A total of 1,619 data runs was recorded with a totally operational system during normal landing operations at KIA. In addition, 53 data runs were made during cooperative flybys with the C880 for a grand total of 1672 recorded vortex tracks. Test crews were in attendance at KIA for 31 weeks, of which 25 weeks were considered operational and the other six were packing, unpacking, setup and check out. Although average activity equates to 67 recorded landing operations per week, two periods of complete runway inactivity spanned 20 days and 13 days, respectively. The operation frequency therefore averaged about 88 operations per week.
During the Mercury flyby of Mariner 10, observations of large fluxes of energetic electrons (energies in excess of 0.3 MeV) and protons (energies between 0.53 and 1.9 MeV) were reported by Simpson et al. (1974). The reported simultaneous enhancements of protons and electrons in the magnetic field of Mercury have raised some perplexing planetology questions. It is shown here that the response of the proton detector in the Mariner 10 experiment is most plausibly attributable to the pileup of low-energy electrons rather than the presence of protons in the vicinity of Mercury. Further, the reported lower-limit electron differential spectrum exponent of at least 9 and the 300-keV electron fluxes are probably in quantitative error, especially where the count rates are highest. It is concluded that no 'new' acceleration mechanism has been identified at Mercury.
Difficulties arise in guiding a solar electric propulsion spacecraft due to nongravitational accelerations caused by random fluctuations in the magnitude and direction of the thrust vector. These difficulties may be handled by using a low thrust guidance law based on the linear-quadratic-Gaussian problem of stochastic control theory with a minimum terminal miss performance criterion. Explicit constraints are imposed on the variances of the control parameters, and an algorithm based on the Hilbert space extension of a parameter optimization method is presented for calculation of gains in the guidance law. The terminal navigation of a 1980 flyby mission to the comet Encke is used as an example.
A guidance algorithm is developed for a low-thrust spacecraft such that target intercept is possible in spite of premature thrust termination along the trajectory. Such a trajectory is called a 'fail-safe' trajectory and the spacecraft thrust is utilized to minimize the relative target-spacecraft approach speed. The fail-safe guidance algorithm is solved using the concept of a critical thrust plane and a non-critical thrust direction. Several examples of fail-safe guidance are presented for a solar-electric propulsion flyby mission to the comet Encke.
Analysis of data from the Pioneer 10 flyby discloses that pitch angle scattering plays an important part in determining the distribution of energetic electrons in the inner magnetosphere of Jupiter. Angular distributions measured by a Cerenkov detector reveal that redistribution takes place in pitch angle. Additionally, the radial profile of phase space density along the equator demands simultaneous particle losses. The loss rates are too high to be accounted for by synchrotron radiation loss, but are reasonably attributed to pitch angle scattering into the planetary loss cone.
The current state of knowledge concerning the regional geology and geophysics of Mars is summarized. Telescopic observations of the planet are reviewed, pre-Mariner models of its interior are discussed, and progress achieved with the Mariner flybys, especially that of Mariner 9, is noted. A map of the Martian geological provinces is presented to provide a summary of the surface geology and morphology. The contrast between the northern and southern hemispheres is pointed out, and the characteristic features of the surface are described in detail. The global topography of the planet is examined along with its gravitational field, gravity anomalies, and moment of inertia. The general sequence of events in Martian geological history is briefly outlined.
The X-band radio frequency communication system was used for the first time in deep space planetary exploration by the Mariner 10 Venus and Mercury flyby mission. This paper presents the technique utilized for and the results of inflight calibration of high-gain antenna (HGA) pointing. Also discussed is pointing accuracy to maintain a high data transmission rate throughout the mission, including the performance of HGA pointing during the critical period of Mercury encounter.
Radio-occultation data from the Pioneer 10 and 11 flybys are analyzed using an integral inversion technique combined with a model for Jupiter's shape based on gravity data in order to account for the oblateness of the planet's atmosphere. The inversion technique defines the center of refraction in terms of the radius of curvature and the normal to the equipotential surface at the closest approach point of the ray. An Abelian inversion of the data obtained during the Pioneer 10 entry, the Pioneer 10 exit, and the Pioneer 11 exit is performed by fixing the center of refraction at some average value for each occultation event. The results for all three measurements are found to be consistent and to show a temperature inversion between the 10-mb and the 100-mb levels, with temperatures of 130 to 170 K at 10 mb and 80 to 100 K at 100 mb. Major sources of error are discussed, and it is concluded that the range of reasonable temperature uncertainties at these levels does not exceed 40 K. It is noted that the temperature inversion was also inferred from Pioneer 10 IR radiometric data.
Mariner 10 infrared brightness temperatures of the surface of Mercury at 11 and 45 microns are presented. The data were obtained during the first flyby along a near-equatorial swath extending from 17 hours local time through local midnight to 9 hours local time. For an assumed emissivity of 0.9, derived surface thermal inertias are between 0.0015 and 0.0031 cal/sq cm/sq root sec/K and the implied minimum predawn surface kinetic temperature for the warm pole at longitude 270 deg is near 93 K. Several pronounced thermal inhomogeneities were seen, one of which appears to coincide with a region of high radar reflectivity. The derived thermal properties, the electrical skin depth, and loss tangent fall within the range of values found on the moon.
The overall view of Mars has changed from earthlike in the prespacecraft era to moonlike following the flyby missions and finally to a planet with intermediate characteristics. There are many impact craters as on the moon, but tectonic and volcanic features resembling structures on earth are also present. However, there is a lack of evidence for the compressional deformation associated with terrestrial plate tectonics and continental drift. Current analyses indicate that Mars has a differentiated interior with a crust and mantle and perhaps a core. Whenever the nature of interior processes, whether overall mantle expansion, plumes, or full-scale convection, the effects at the surface have been predominantly vertical with formation of broad regions of uplift and depression. One of the results is hemispheric asymmetry with cratered terrain in the south and younger uncratered plains in the north.
The ROMAAR now in operation at NASA will allow direct measurement and display of aircraft noise in several measurement units during takeoff, landing, and flyby operations. This information, in addition to its application in terms of ground noise footprints, will also permit determination of the statistical variation of footprints or contours due to the atmosphere or aircraft operational parameters, and a measure of the impact of various noise reduction techniques and hardware on ground noise footprints. The methods, techniques, and equipment developed for the ROMAAR concept are applicable to CTOL, STOL, General Aviation, and VTOL aircraft. ROMAAR represents a unique combination of state of the art digital and analog noise recording methods, computer-controlled digital communications methods, radar-tracking facilities, quick-look weather capabilities, and a large data handling facility complemented by a large capacity curve fitting and plotting routine. The ROMAAR is set apart from the standard airport noise monitoring system by having the unique features mentioned above plus the fact that at present as many as 38 separate (but simultaneous) noise measurements can be made for each aircraft overflight.
Alternative strategies for ballistic missions to Halley's comet in 1985-86 are described. A large scientific return would be acquired from a ballistic Halley intercept in spite of the high flyby speeds that are associated with this mission mode. The possibility of retargeting the cometary spacecraft to additional comets after the Halley intercept also exists. Two cometary spacecraft of identical design would be used to carry out four separate cometary encounters over a 3 year period. One spacecraft would intercept Halley's comet before its perihelion passage in December 1985 and then go on to comet Borrelly with an encounter in January 1988. The other spacecraft would be targeted for a postperihelion Halley intercept in March 1986 before proceeding toward an encounter with comet Tempel 2 in September 1988.
The Luna and Zond series of unmanned U.S.S.R. spacecraft were designed to investigate the moon and its vicinity. Sixteen Luna spacecraft and, six Zond spacecraft have obtained lunar data. These series have included flyby, lunar-orbiting, and soft-landing missions. A variety of experiments were carried out by these spacecraft including studies of magnetism, X-ray and gamma emissions, gravitational anomalies, and chemical composition. Soil samples, near- and farside photography (both color and black and white), and earth-cloud photography were also acquired. Luna 17 and 23, carried automatic roving vehicles (Lunokhod 1 and 2) that traversed portions of the lunar surface. Lunokhod 1 roamed in Mare Imbrium near Sinus Iridum, and Lunokhod 2 roamed in the Crater Le Monnier at the eastern edge of Mare Serenitatis. The Luna 16, 20, and 24 missions soft-landed on the lunar surface, scooped up lunar material, and returned these samples to earth. The photographic samples received are in the form of paper prints. Some publications containing photographs are described.
These series have included flyby, lunar-orbiting, and soft-landing missions. A variety of experiments were carried out by these spacecraft including studies of magnetism, X-ray and gamma ray emissions, gravitational anomalies, and chemical composition. Soil samples, near- and farside photography (both color and black and white), and earth-cloud photography were also acquired.
Three candidate digital adaptive control laws were designed for NASA's F-8C digital flyby wire aircraft. Each design used the same control laws but adjusted the gains with a different adaptative algorithm. The three adaptive concepts were: high-gain limit cycle, Liapunov-stable model tracking, and maximum likelihood estimation. Sensors were restricted to conventional inertial instruments (rate gyros and accelerometers) without use of air-data measurements. Performance, growth potential, and computer requirements were used as criteria for selecting the most promising of these candidates for further refinement. The maximum likelihood concept was selected primarily because it offers the greatest potential for identifying several aircraft parameters and hence for improved control performance in future aircraft application. In terms of identification and gain adjustment accuracy, the MLE design is slightly superior to the other two, but this has no significant effects on the control performance achievable with the F-8C aircraft. The maximum likelihood design is recommended for flight test, and several refinements to that design are proposed.