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At least 973 records · Page 54
All sourcesNASA NTRSDOE OSTI
NASA NTRS2004

Thermal Vacuum/Balance Test Results of Swift BAT with Loop Heat Pipe Thermal System

The Swift Burst Alert Telescope (BAT) Detector Array is thermally well coupled to eight constant conductance heat pipes (CCHPs) embedded in the Detector Array Plate PAP), and two loop heat pipes (LHPs) transport heat from the CCHPs to a radiator. The CCHPs have ammonia as the working fluid and the LHPs have propylene as the working fluid. Precision heater controllers, which have adjustable set points in flight, are used to control the LHP compensation chamber and Detector Array xA1 ASIC temperatures. The radiator has AZ-Tek's AZW-LA-II low solar absorptance white paint as the thermal coating, and is located on the anti-sun side of the spacecraft. A thermal balance (T/B) test on the BAT was successfully completed. It validated that the thermal design satisfies the temperature requirements of the BAT in the flight thermal environments. Instrument level and observatory level thermal vacuum (TN) cycling tests of the BAT Detector Array by using the LHP thermal system were successfully completed. This paper presents the results of the T/B test and T N cycling tests.

Choi, Michael K.↗
NASA NTRS2004

Design of a Multi-mode Flight Deck Decision Support System for Airborne Conflict Management

NASA Langley has developed a multi-mode decision support system for pilots operating in a Distributed Air-Ground Traffic Management (DAG-TM) environment. An Autonomous Operations Planner (AOP) assists pilots in performing separation assurance functions, including conflict detection, prevention, and resolution. Ongoing AOP design has been based on a comprehensive human factors analysis and evaluation results from previous human-in-the-loop experiments with airline pilot test subjects. AOP considers complex flight mode interactions and provides flight guidance to pilots consistent with the current aircraft control state. Pilots communicate goals to AOP by setting system preferences and actively probing potential trajectories for conflicts. To minimize training requirements and improve operational use, AOP design leverages existing alerting philosophies, displays, and crew interfaces common on commercial aircraft. Future work will consider trajectory prediction uncertainties, integration with the TCAS collision avoidance system, and will incorporate enhancements based on an upcoming air-ground coordination experiment.

Barhydt, Richard↗
NASA NTRS2004

Swift Gamma-Ray Burst Explorer: Mission Design for Rapid, Accurate Location of Gamma-ray Bursts

The Swift Gamma-ray Burst Explorer is a NASA Mid-sized Explorer (MIDEX) with the primary mission of determining the origins of Gamma-Ray Bursts (GRBs). It will be the first mission to autonomously respond to newly-discovered GRBs and provide immediate follow-up narrow field instruments capable of multi-wavelength (UV, Optical, X-ray) observations. The characteristics of GRBs that are the key mission design drivers, are their non-repeating and brief duration bursts of multi-wavelength photons. In addition, rapid notification of the location and characteristics of the GRBs to ground-and-space- based observatories drive the end-to-end data analysis and distribution requirements. The Swift mission is managed by the GSFC, and includes an international team of contributors that each bring their unique perspective that have proven invaluable to the mission. The spacecraft bus, provided by Spectrum Astro, Inc. was procured through a Rapid Spacecraft Development Office (RSDO) contract by the GSFC. There are three instruments: the Burst Alert Telescope (BAT) provided by the GSFC; the X-Ray Telescope (XRT) provided by a team led by the Pennsylvania State University (PSU); and the Ultra-Violet Optical Telescope (UVOT), again managed by PSU. The Mission Operations Center (MOC) was developed by and is located at PSU. Science archiving and data analysis centers are located at the GSFC, in the UK and in Italy.

Bundas, David J.↗
NASA NTRS2002

Air Ground Integration Study

A simulation was conducted to examine the effect of shared air/ground authority when each is equipped with enhanced traffic- and conflict-alerting systems. The potential benefits of an advanced air traffic management (ATM) concept referred to as "free flight" include improved safety through enhanced conflict detection and resolution capabilities, increased flight-operations management, and better decision-making tools for air traffic controllers and flight crews. One element of the free-flight concept suggests shifting aircraft separation responsibility from air traffic controllers to flight crews, thereby creating an environment with "shared-separation" authority. During FY00. NASA, the Federal Aviation Administration (FAA), and the Volpe National Transportation Systems Center completed the first integrated, high-fidelity, real-time, human-in-the-loop simulation.

Lozito, Sandy↗
NASA NTRS1997

The effects on human sleep and circadian rhythms of 17 days of continuous bedrest in the absence of daylight

As part of a larger bedrest study involving various life science experiments, a study was conducted on the effects of 17 days of continuous bedrest and elimination of daylight on circadian rectal temperature rhythms, mood, alertness, and sleep (objective and diary) in eight healthy middle-aged men. Sleep was timed from 2300 to 0700 hours throughout. Three 72-hour measurement blocks were compared: ambulatory prebedrest, early bedrest (days 5-7), and late bedrest (days 15-17). Temperature rhythms showed reduced amplitude and later phases resulting from the bedrest conditions. This was associated with longer nocturnal sleep onset latencies and poorer subjectively rated sleep but with no reliable changes in any of the other sleep parameters. Daily changes in posture and/or exposure to daylight appear to be important determinants of a properly entrained circadian system.

Non-NASA Center↗
NASA NTRS1997

Saccule contribution to immediate early gene induction in the gerbil brainstem with posterior canal galvanic or hypergravity stimulation

Immunolabeling patterns of the immediate early gene-related protein Fos in the gerbil brainstem were studied following stimulation of the sacculus by both hypergravity and galvanic stimulation. Head-restrained, alert animals were exposed to a prolonged (1 h) inertial vector of 2 G (19.6 m/s2) head acceleration directed in a dorso-ventral head axis to maximally stimulate the sacculus. Fos-defined immunoreactivity was quantified, and the results compared to a control group. The hypergravity stimulus produced Fos immunolabeling in the dorsomedial cell column (dmcc) of the inferior olive independently of other subnuclei. Similar dmcc labeling was induced by a 30 min galvanic stimulus of up to -100 microA applied through a stimulating electrode placed unilaterally on the bony labyrinth overlying the posterior canal (PC). The pattern of vestibular afferent firing activity induced by this galvanic stimulus was quantified in anesthetized gerbils by simultaneously recording from Scarpa's ganglion. Only saccular and PC afferent neurons exhibited increases in average firing rates of 200-300%, suggesting a pattern of current spread involving only PC and saccular afferent neurons at this level of stimulation. These results suggest that alteration in saccular afferent firing rates are sufficient to induce Fos-defined genomic activation of the dmcc, and lend further evidence to the existence of a functional vestibulo-olivary-cerebellar pathway of adaptation to novel gravito-inertial environments.

NASA Discipline Neuroscience↗
NASA NTRS2004

Swift/BAT Calibration and Spectral Response

The Burst Alert Telescope (BAT) aboard NASA#s Swift Gamma-Ray Burst Explorer is a large coded aperture gamma-ray telescope consisting of a 2.4 m (8#) x 1.2 m (4#) coded aperture mask supported 1 meter above a 5200 square cm area detector plane containing 32,768 individual 4 mm x 4 mm x 2 mm CZT detectors. The BAT is now completely assembled and integrated with the Swift spacecraft in anticipation of an October 2004 launch. Extensive ground calibration measurements using a variety of radioactive sources have resulted in a moderately high fidelity model for the BAT spectral and photometric response. This paper describes these ground calibration measurements as well as related computer simulations used to study the efficiency and individual detector properties of the BAT detector array. The creation of a single spectral response model representative of the fully integrated BAT posed an interesting challenge and is at the heart of the public analysis tool #batdrmgen# which computes a response matrix for any given sky position within the BAT FOV. This paper will describe the batdrmgen response generator tool and conclude with a description of the on-orbit calibration plans as well as plans for the future improvements needed to produce the more detailed spectral response model that is required for the construction of an all-sky hard x-ray survey.

Parsons, A.↗
NASA NTRS2004

Future of Fuel Savings

Using automation to free up controllers for more strategic management of air traffic is one approach being studied by NASA as it seeks to boost airspace system capacity and efficiency, thereby saving fuel. Heinz Erzberger, a NASA Ames Research Center senior scientist, says the Advanced Airspace Concept (AAC) has been studied for several years. It could increase efficiency 15% by providing optimal routes that cut airlines direct operating costs. A 25% increase in landings on existing runways could follow an important benefit. AAC is one of the efforts to be reviewed by the Joint Planning and Development Organization, an FAA-led initiative by six federal agencies to redesign the U.S. air transportation system by 2025. The main goal is to triple air traffic capacity within 20 years to avert the sort of gridlock that would make fuel consumption only one of many travel nightmares. The automated system approach would allow aircraft to fly optimal trajectories. A trajectory would be defined in the standard three dimensions and eventually include the fourth, time. The management of air traffic by the data-linked exchange of trajectories would start at high altitude and eventually move down to lower altitudes. The automated concept is an outgrowth of the type of tools developed by NASA for use by FAA controllers in managing traffic flows over the years, including ones that optimize routings for the best fuel burn. But AAC would push automation further to reduce workload so controllers can focus on "solving strategic control problems, managing traffic flow during changing weather and ... other unusal events." One key component, the automated trajectory server (ATS), is a ground systems that would rely on software to manage flight path requests from aircrews and controllers. But, Erzberger acknowledges, "The FAA's current plan for upgrades to air traffic services does not include [allowing] the future ground system to issue separation-critical clearances of trajectory changes autonomously to aircraft via data link without explicit approval of a controller," as the AAC proposes. The AAC enables pilots or controllers to data link requests for a trajectory change to the ATS for approval after they are deconflicted with the paths of other aircraft. To divert around storms, for example, pilots could data link their trajectory preference to the ATS. Since several aircraft might request similar routes, the computer would then have to suggest alternatives. This could be accomplished without pilot-controller radio calls, a big bottleneck now. The ATS would have a built-in conflict monitor to call for a resolution (turn, climb or descend), when loss of separation is likely in 1-20 min. The AAC system would reduce controller errors by 90%, according to NASA Ames estimates. The AAC would have a back-up program to assure separation-Tactical Separation Assurance (TSAFE). It s designed to detect short-term traffic conflicts within 3-4 min. of loss of separation. The last line of defense would still be provided by traffic alert & collision avoidance systems (TCAS).

Hughes, David↗
NASA NTRS2004

Positioning System Accuracy Assessment for the Runway Incursion Prevention System Flight Test at the Dallas/Ft. Worth International Airport

NASA/Langley Research Center collaborated with the Federal Aviation Administration (FAA) to test a Runway Incursion Prevention System (RIPS) at the Dallas Fort Worth International Airport (DFW) in October 2000. The RIPS combines airborne and ground sensor data with various cockpit displays to improve pilots' awareness of traffic conditions on the airport surface. The systems tested at DFW involved surface radar and data systems that gather and send surface traffic information to a research aircraft outfitted with the RIPS software, cockpit displays, and data link transceivers. The data sent to the airborne systems contained identification and GPS location of traffic. This information was compared with the own-ship location from airborne GPS receivers to generate incursion alerts. A total of 93 test tracks were flown while operating RIPS. This report compares the accuracy of the airborne GPS systems that gave the own-ship position of the research aircraft for the 93 test tracks.

Quach, Cuong C.↗
NASA NTRS1992

Association of sleep-wake habits in older people with changes in output of circadian pacemaker

Many elderly people complain of disturbed sleep patterns but there is not evidence that the need to sleep decreases with age; it seems rather that the timing and consolidation of sleep change. We tried to find out whether there is a concurrent change in the output of the circadian pacemaker with age. The phase and amplitude of the pacemaker's output were assessed by continuous measurement of the core body temperature during 40 h of sustained wakefulness under constant behavioural and environmental conditions. 27 young men (18-31 years) were compared with 21 older people (65-85 years; 11 men, 10 women); all were healthy and without sleep complaints. The mean amplitude of the endogenous circadian temperature oscillation (ECA) was 40% greater in young men than in the older group. Older men had a lower mean temperature ECA than older women. The minimum of the endogenous phase of the circadian temperature oscillation (ECP) occurred 1 h 52 min earlier in the older than in the young group. Customary bedtimes and waketimes were also earlier in the older group, as was their daily alertness peak. There was a close correlation between habitual waketime and temperature ECP in young men, which may lose precision with age, especially among women. These findings provide evidence for systematic age-related changes in the output of the human circadian pacemaker. We suggest that these changes may underlie the common complaints of sleep disturbance among elderly people. These changes could reflect the observed age-related deterioration of the hypothalamic nuclei that drive mammalian circadian rhythms.

Non-NASA Center↗
NASA NTRS1992

Nystagmus induced by electrical stimulation of the vestibular and prepositus hypoglossi nuclei in the monkey: evidence for site of induction of velocity storage

Electrical stimulation of the vestibular nuclei (VN) and prepositus hypoglossi nuclei (PPH) of alert cynomolgus monkeys evoked nystagmus and eye deviation while they were in darkness. At some sites in VN, nystagmus and after-nystagmus were induced with characteristics suggesting that velocity storage had been excited. We analyzed these responses and compared them to the slow component of optokinetic nystagmus (OKN) and to optokinetic after-nystagmus (OKAN). We then recorded unit activity in VN and determined which types of nystagmus would be evoked from the sites of recording. Nystagmus and eye deviations were also elicited by electrical stimulation of PPH, and we characterized the responses where unit activity was recorded in PPH. Horizontal slow phase velocity of the VN "storage" responses was contralateral to the side of stimulation. The rising time constants and peak steady-state velocities were similar to those of OKN, and the falling time constants of the after-nystagmus and of OKAN were approximately equal. Both the induced after-nystagmus and OKAN were habituated by stimulation of the VN. When horizontal after-nystagmus was evoked with animals on their sides, it developed yaw and pitch components that tended to shift the vector of the slow phase velocity toward the spatial vertical. Similar "cross-coupling" occurs for horizontal OKAN or for vestibular post-rotatory nystagmus elicited in tilted positions. Thus, the storage component of nystagmus induced by VN stimulation had the same characteristics as the slow component of OKN and the VOR. Positive stimulus sites for inducing nystagmus with typical storage components were located in rostral portions of VN. They lay in caudal ventral superior vestibular nucleus (SVN), dorsal portions of central medial vestibular nucleus (MVN) caudal to the abducens nuclei and in adjacent lateral vestibular nucleus (LVN). More complex stimulus responses, but with contralateral after-nystagmus, were induced from surrounding regions of ventral MVN and LVN, rostral descending vestibular nucleus and the marginal zone between MVN and PPH. Vestibular-only (VO), vestibular plus saccade (VPS) and tonic vestibular pause (TVP) units were identified by extracellular recording. Stimulation near type I lateral and vertical canal-related VO units elicited typical "storage" responses with after-nystagmus in 23 of 29 tracks (79%). Stimulus responses were more complex from the region of neurons with oculomotor-related signals, i.e., TVP or VPS cells, although after-nystagmus was also elicited from these sites. Effects of vestibular nerve and nucleus stimulation were compared.(ABSTRACT TRUNCATED AT 400 WORDS).

NASA Discipline Neuroscience↗
NASA NTRS2005

Development of a Spectral Model Based on Charge Transport for the Swift/BAT 32K CdZnTe Detector Array

The properties of 32K CdZnTe (4 x 4 sq mm large, 2 mm thick) detectors have been studied in the pre-flight calibration of the Burst Alert Telescope (BAT) on-board the Swift Gamma-ray Burst Explorer (scheduled for launch in November 2004). In order to understand the energy response of the BAT CdZnTe array, we first quantify the mobility-lifetime (mu tau) products of carriers in individual CdZnTe detectors, which produce a position dependency in the charge induction efficiency and results in a low energy tail in the energy spectrum. Based on a new method utilizing (57)Co spectra obtained at different bias voltages, the mu tau for electrons ranges from 5.0 x 10(exp -4) to 1.0 x 10(exp -2) sq cm/V while the mu tau for holes ranges from 1.3 x 10(exp -5 to 1.8 x 10(exp -4) sq cm/V. We find that this wide distribution of mu tau products explains the large diversity in spectral shapes between CdZnTe detectors well. We also find that the variation of mu tau products can be attributed to the difference of crystal ingots or manufacturing harness. We utilize the 32K sets of extracted mu tau products to develop a spectral model of the detector. In combination with Monte Carlo simulations, we can construct a spectral model for any photon energy or any incident angle.

Sato, Goro↗
NASA NTRS2005

Early On-Orbit Operation of the Loop Heat Pipe System on the Swift BAT Instrument

The Burst Alert Telescope (BAT) is one of three instruments on the Swift satellite. Two Loop Heat Pipes (LHP's), one at either side of the BAT's Detector Array Plate (DAP), transfer heat to a common radiator for rejection to space. This viewgraph presentation provides information on LHP design for the BAT, and the performance of the LHPs in orbit.

Ottenstein, Laura↗
NASA NTRS2003

En Route Descent Advisor Multi-Sector Planning Using Active and Provisional Controller Plans

As decision support tools are developed to support controllers in complex air traffic control environments, new approaches to maintaining situation awareness and managing traffic planning must be developed to handle the ever-increasing amounts of alerting and advisory data. Within high-density metering and other environments where flight path changes are the rule, not the exception, and where interactions between these changes are required, current trial planning approaches are limited by potential increases in workload. The Enroute Descent Advisor (EDA) is a set of decision support tool capabilities for managing high-density en route traffic subject to metering restrictions. The EDA system s novel approach builds aircraft plans from combinations of user intent data and builds controller plans from combinations of aircraft plans to effectively maintain situation awareness during traffic planning. By maintaining both active (current) and provisional (proposed) controller plans, EDA supports controllers in coordinated traffic planning both within and between sectors. Ultimately, EDA s multi-sector planning approach will facilitate a transition from current sector-oriented operations to a new trajectory-oriented paradigm, enabling new levels of efficiency and collaboration in air traffic control.

Vivona, Robert↗
NASA NTRS2005

Flight Testing an Integrated Synthetic Vision System

NASA's Synthetic Vision Systems (SVS) project is developing technologies with practical applications to eliminate low visibility conditions as a causal factor to civil aircraft accidents while replicating the operational benefits of clear day flight operations, regardless of the actual outside visibility condition. A major thrust of the SVS project involves the development/demonstration of affordable, certifiable display configurations that provide intuitive out-the-window terrain and obstacle information with advanced pathway guidance for transport aircraft. The SVS concept being developed at NASA encompasses the integration of tactical and strategic Synthetic Vision Display Concepts (SVDC) with Runway Incursion Prevention System (RIPS) alerting and display concepts, real-time terrain database integrity monitoring equipment (DIME), and Enhanced Vision Systems (EVS) and/or improved Weather Radar for real-time object detection and database integrity monitoring. A flight test evaluation was jointly conducted (in July and August 2004) by NASA Langley Research Center and an industry partner team under NASA's Aviation Safety and Security, Synthetic Vision System project. A Gulfstream GV aircraft was flown over a 3-week period in the Reno/Tahoe International Airport (NV) local area and an additional 3-week period in the Wallops Flight Facility (VA) local area to evaluate integrated Synthetic Vision System concepts. The enabling technologies (RIPS, EVS and DIME) were integrated into the larger SVS concept design. This paper presents experimental methods and the high level results of this flight test.

Kramer, Lynda J.↗
NASA NTRS2005

Lunar and Planetary Science XXXVI, Part 3

Topics discussed include: Characterization of Non-Organized Soils at Gusev Crater with the Spirit Rover Data; Searching for Life with Rovers: Exploration Methods & Science Results from the 2004 Field Campaign of the "Life in the Atacama" Project and Applications to Future Mars Missions; Analysis of the Lunar Surface with Global Mineral and Mg-Number Maps ALH77005: The Magmatic History from Rehomogenized Melt Inclusions; New 70-cm Radar Mapping of the Moon; Cryptomare Deposits Revealed by 70-cm Radar; Construction of a PZT Sensor Network for Low and Hypervelocity Impact Detection; Palmer Quest: A Feasible Nuclear Fission "Vision Mission" to the Mars Polar Caps; Physical Properties of Volcanic Deposits on Venus from Radar Polarimetry; Science Alert Demonstration with a Rover Traverse Science Data Analysis System; Earth and Mars, Similar Features and Parallel Lives? Didactic Activities; Expected Constraints on Rhea s Interior from Cassini; Microbially Induced Precipitates: Examples from CO3, Si-, Mn- and Fe-rich Deposits; Li, B - Behavior in Lunar Basalts During Shock and Thermal Metamorphism: Implications for H2O in Martian Magmas; Evaluation of CO Self-Shielding as a Possible Mechanism for Anomalous Oxygen Isotopic Composition of Early Solar System Materials; Effect of Ground Ice on Apparent Thermal Inertia on Mars; Utah Marbles and Mars Blueberries: Comparative Terrestrial Analogs for Hematite Concretions on Mars; Newly Discovered Meteor Crater Metallic Impact Spherules: Report and Implications; and Evidence of Very Young Glacial Processes in Central Candor Chasma, Mars.

Source record↗
NASA NTRS2005

Initial Results from the Swift Mission

Swift is a new observatory to study gamma-ray bursts and their afterglows. Launched in November, 2004, Swift has now completed its activation phase and is detecting about two bursts per week with the Burst Alert Telescope. Swift's other two instruments, X-ray Telescope and Ultra-Violet and Optical Telescope, typically start observing the burst within a few minutes. We report the initial results from the wide range of burst and afterglow characteristics that have been found.

Marshall, Frank E.↗
NASA NTRS2004

Resolving the Issues with Flywheel Position Sensors

For the past few years, the Advanced Electrical Systems Branch here at NASA Glenn has been pursuing research in the area of flywheels. The purpose of these pursuits has been t o explore the potential for flywheels to replace current battery-powered systems in space. So far it has been learned that flywheels offer large momentum storage capacity, comparatively small volume, high durability, and near- complete discharge capabilities, all of which are advancements over the existing nickel hydrogen and nickel cadmium batteries. Another significant advantage of flywheels is the potential they offer for combining the function of attitude control with energy storage. During the summer of 2004, I worked with Dr. Barbara Kenny in the Advanced Electrical Systems Branch, supporting the work she is doing by analyzing and testing some new components for the new Generation-2 flywheel. To monitor the speed and angular position of the flywheel rotor, a once-around (OAR) signal along with a sensorless algorithm is used. The OAR signal is used for the magnetic bearings that keep the flywheel suspended for frictionless operation. The sensorless algorithm is used for the flywheel motor/generator control. The OAR is generated from position sensors that monitor a circular plate. The plate has a cut down the middle such that one half of the circle is on a slightly lower level than the other. Every half-turn, or 180, the sensors detect the "cut" on the plate, and trigger the OAR, telling the computer that the rotor has made half a revolution. This, however, doesn't provide needed detailed information about the angular position of the rotor, since it only provides a signal alert every half- revolution. This is enough information for the magnetic bearing control but is insufficient for the motor/generator control. A new resolver was designed such that it would give continuous angle information rather than the 180 degree information of the OAR. The new resolver has two separate observable pieces: a flat middle section to monitor vertical motion, and an angled section around the circumference, which, when observed from above, produces a sine-wave displacement through the entire 360" revolution. My first job when I arrived this summer was to calibrate the sensors that would be mounted on the inside of the flywheel casing to monitor the position (angular and vertical) of the shaft. After calibration, I used the sensors to evaluate voltage outputs created by position differences between two pairs of sensors on the angled portion of the resolver for eight different angular positions, moving the resolver vertically and laterally through its entire potential range of motion. The results of these tests will be used to determine the rotor angular (and axial) position from the sensor readings once the new flywheel unit is assembled. The sensorless algorighm mentioned above consists of two operations: the signal injection method and the back electro-motive force (EMF). The signal injection is meant to work at low speeds, while the back EMF algorithm is meant to work at higher speeds. Both work together to determine the correct estimate of rotor position and speed based on the measured motor/generator current. It was determined that we wanted to know exactly how accurate our estimation methods were, and so a resolver (a commercially available mechanical sensor mounted to the motor/generator shaft to measure rotor position and speed) and a "Resolver to Digital" (R2D) circuit board was purchased to make the comparison to the existing estimation. My work related to the R2D board has included the following: creating two connector cables (one to power the circuit and one to get readable output off the board), writing Simulink code to process the board's output, and building a dSpace panel to control and monitor the circuit. The next step in the process will be to perform tests to compare the estimated rotor position and speed from the sensorless algorithm to the actual rotor and speed from the resolver signal.

Fehrmann, Elizabeth A.↗