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At least 109 records · Page 6

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NASA NTRS1995

The location of planetary bow shocks: A critical overview of theory and observations

A bow shock (BS has been observed in the collisionless solar wind upstream of every planet except Pluto, which has yet to be visited by a spacecraft. They are all of similar character, but their size relative to the planet varies widely, e.g., the planeto-centric distance to the BS nose ranges from about 1.4 R(sub V) for Venus to 88 R(sub J) or more for Jupiter. Comparisons are reviewed that show its location may be represented satisfactorily by a gasdynamic (GD) model, provided the properties of the solar wind and planetary magnetic field and ionosphere are known and used as input in the application. Factors that determine the location are discussed, and examples are presented to illustrate effects of their variation, including which part of a BS is influenced by a local variation of the magneto/ionopause (MIP) shape. The interplanetary magnetic field (IMF) has no influence on the BS location in the GD model, but is shown to have a small effect in corresponding solutions of the basic MHD model from which the GD model is derived as the limit for weak IMF. Nearly all GD and MHD solutions are for steady flow, but a solution for unsteady flow associated with the passage of an interplanetary shock is also presented. It shows that the BS moves rapidly from its initial to final location, e.g., in about minute for the earth. Since many changes in the solar wind occur over longer intervals, these results help explain the success of quasi-stationary solutions in modeling the BS in time-varying solar wind flows.

Spreiter, J. R.↗

NASA NTRS1996

Modeling of Jovian Hectometric Radiation Source Locations: Ulysses Observations

The Unified Radio and Plasma Wave (URAP) experiment on Ulysses has provided unique high latitude measurements of Jovian hectometric radiation (HOM) during its encounter with Jupiter in February 1992. URAP was the first radio instrument in the Jovian environment with radio direction-finding capability, which was previously used to determine the HOM source locations in the Jovian magnetosphere. These initial source location determinations were based on several assumptions, including the neglect of refractive effects, which may be tested. We have, for the first time, combined the measured incident ray-direction at the spacecraft with a model magnetosphere to directly trace the rays back to the HOM source. We concentrate on the observations of HOM from high northern latitudes when Ulysses was at distances less than 15 R(sub j). The three- dimensional ray-tracing calculations presented here indicate that the HOM sources probably lie on L shells in the range 3 less than or approximately equal to L less than 7 (tilted dipole magnetic field model) consistent with previous determinations that ignored the effects of refraction. The ray-tracing results, however, indicate that wave refraction due to the Io torus and the magnetic field can significantly influence the precise source location. We show that constraints on the locations imposed by the gyroemission mechanism suggest that the lo torus density may have experienced temporal and/or spatial fluctuations during the Ulysses observations of HOM. Finally, in the cold plasma approximation we demonstrate that even if the emission were nearly linearly polarized near the source region, almost circular polarization will be observed at Ulysses, in agreement with observations.

Menietti, J. D.↗

NASA NTRS1995

Ammonia Leak Locator Study

The thermal control system of International Space Station Alpha will use liquid ammonia as the heat exchange fluid. It is expected that small leaks (of the order perhaps of one pound of ammonia per day) may develop in the lines transporting the ammonia to the various facilities as well as in the heat exchange equipment. Such leaks must be detected and located before the supply of ammonia becomes critically low. For that reason, NASA-JSC has a program underway to evaluate instruments that can detect and locate ultra-small concentrations of ammonia in a high vacuum environment. To be useful, the instrument must be portable and small enough that an astronaut can easily handle it during extravehicular activity. An additional complication in the design of the instrument is that the environment immediately surrounding ISSA will contain small concentrations of many other gases from venting of onboard experiments as well as from other kinds of leaks. These other vapors include water, cabin air, CO2, CO, argon, N2, and ethylene glycol. Altogether, this local environment might have a pressure of the order of 10(exp -7) to 10(exp -6) torr. Southwest Research Institute (SwRI) was contracted by NASA-JSC to provide support to NASA-JSC and its prime contractors in evaluating ammonia-location instruments and to make a preliminary trade study of the advantages and limitations of potential instruments. The present effort builds upon an earlier SwRI study to evaluate ammonia leak detection instruments [Jolly and Deffenbaugh]. The objectives of the present effort include: (1) Estimate the characteristics of representative ammonia leaks; (2) Evaluate the baseline instrument in the light of the estimated ammonia leak characteristics; (3) Propose alternative instrument concepts; and (4) Conduct a trade study of the proposed alternative concepts and recommend promising instruments. The baseline leak-location instrument selected by NASA-JSC was an ion gauge.

Dodge, Franklin T.↗

NASA NTRS1997

An Impact-Location Estimation Algorithm for Subsonic Uninhabited Aircraft

An impact-location estimation algorithm is being used at the NASA Dryden Flight Research Center to support range safety for uninhabited aerial vehicle flight tests. The algorithm computes an impact location based on the descent rate, mass, and altitude of the vehicle and current wind information. The predicted impact location is continuously displayed on the range safety officer's moving map display so that the flightpath of the vehicle can be routed to avoid ground assets if the flight must be terminated. The algorithm easily adapts to different vehicle termination techniques and has been shown to be accurate to the extent required to support range safety for subsonic uninhabited aerial vehicles. This paper describes how the algorithm functions, how the algorithm is used at NASA Dryden, and how various termination techniques are handled by the algorithm. Other approaches to predicting the impact location and the reasons why they were not selected for real-time implementation are also discussed.

Bauer, Jeffrey E.↗

NASA NTRS1995

World-Wide Web Tools for Locating Planetary Images

The explosive growth of the World-Wide Web (WWW) in the past year has made it feasible to provide interactive graphical tools to assist scientists in locating planetary images. The highest available resolution images of any site of interest can be quickly found on a map or plot, and, if online, displayed immediately on nearly any computer equipped with a color screen, an Internet connection, and any of the free WWW browsers. The same tools may also be of interest to educators, students, and the general public. Image finding tools have been implemented covering most of the solar system: Earth, Mars, and the moons and planets imaged by Voyager. The Mars image-finder, which plots the footprints of all the high-resolution Viking Orbiter images and can be used to display any that are available online, also contains a complete scrollable atlas and hypertext gazetteer to help locating areas. The Earth image-finder is linked to thousands of Shuttle images stored at NASA/JSC, and displays them as red dots on a globe. The Voyager image-finder plots images as dots, by longitude and apparent target size, linked to online images. The locator (URL) for the top-level page is http: //ic-www.arc.nasa.gov/ic/projects/bayes-group/Atlas/. Through the efforts of the Planetary Data System and other organizations, hundreds of thousands of planetary images are now available on CD-ROM, and many of these have been made available on the WWW. However, locating images of a desired site is still problematic, in practice. For example, many scientists studying Mars use digital image maps, which are one third the resolution of Viking Orbiter survey images. When they douse Viking Orbiter images, they often work with photographically printed hardcopies, which lack the flexibility of digital images: magnification, contrast stretching, and other basic image-processing techniques offered by off-the-shelf software. From the perspective of someone working on an experimental image processing technique for super-resolution, the discovery that potential users are often not using the highest resolution already available, nor using conventional image processing techniques, was surprising. This motivated the present work.

Kanefsky, Bob↗

NASA NTRS2005

Location Management in a Transport Layer Mobility Architecture

Mobility architectures that place complexity in end nodes rather than in the network interior have many advantageous properties and are becoming popular research topics. Such architectures typically push mobility support into higher layers of the protocol stack than network layer approaches like Mobile IP. The literature is ripe with proposals to provide mobility services in the transport, session, and application layers. In this paper, we focus on a mobility architecture that makes the most significant changes to the transport layer. A common problem amongst all mobility protocols at various layers is location management, which entails translating some form of static identifier into a mobile node's dynamic location. Location management is required for mobile nodes to be able to provide globally-reachable services on-demand to other hosts. In this paper, we describe the challenges of location management in a transport layer mobility architecture, and discuss the advantages and disadvantages of various solutions proposed in the literature. Our conclusion is that, in principle, secure dynamic DNS is most desirable, although it may have current operational limitations. We note that this topic has room for further exploration, and we present this paper largely as a starting point for comparing possible solutions.

Eddy, Wesley M.↗

NASA NTRS2005

Shock Location Dominated Transonic Flight Loads on the Active Aeroelastic Wing

During several Active Aeroelastic Wing research flights, the shadow of the over-wing shock could be observed because of natural lighting conditions. As the plane accelerated, the shock location moved aft, and as the shadow passed the aileron and trailing-edge flap hinge lines, their associated hinge moments were substantially affected. The observation of the dominant effect of shock location on aft control surface hinge moments led to this investigation. This report investigates the effect of over-wing shock location on wing loads through flight-measured data and analytical predictions. Wing-root and wing-fold bending moment and torque and leading- and trailing-edge hinge moments have been measured in flight using calibrated strain gages. These same loads have been predicted using a computational fluid dynamics code called the Euler Navier-Stokes Three Dimensional Aeroelastic Code. The computational fluid dynamics study was based on the elastically deformed shape estimated by a twist model, which in turn was derived from in-flight-measured wing deflections provided by a flight deflection measurement system. During level transonic flight, the shock location dominated the wing trailing-edge control surface hinge moments. The computational fluid dynamics analysis based on the shape provided by the flight deflection measurement system produced very similar results and substantially correlated with the measured loads data.

Lokos, William A.↗

NASA NTRS2006

System Finds Horizontal Location of Center of Gravity

An instrumentation system rapidly and repeatedly determines the horizontal location of the center of gravity of a laboratory vehicle that slides horizontally on three air bearings (see Figure 1). Typically, knowledge of the horizontal center-of-mass location of such a vehicle is needed in order to balance the vehicle properly for an experiment and/or to assess the dynamic behavior of the vehicle. The system includes a load cell above each air bearing, electronic circuits that generate digital readings of the weight on each load cell, and a computer equipped with software that processes the readings. The total weight and, hence, the mass of the vehicle are computed from the sum of the load-cell weight readings. Then the horizontal position of the center of gravity is calculated straightforwardly as the weighted sum of the known position vectors of the air bearings, the contribution of each bearing being proportional to the weight on that bearing. In the initial application for which this system was devised, the center- of-mass calculation is particularly simple because the air bearings are located at corners of an equilateral triangle. However, the system is not restricted to this simple geometry. The system acquires and processes weight readings at a rate of 800 Hz for each load cell. The total weight and the horizontal location of the center of gravity are updated at a rate of 800/3 approx. equals 267 Hz. In a typical application, a technician would use the center-of-mass output of this instrumentation system as a guide to the manual placement of small weights on the vehicle to shift the center of gravity to a desired horizontal position. Usually, the desired horizontal position is that of the geometric center. Alternatively, this instrumentation system could be used to provide position feedback for a control system that would cause weights to be shifted automatically (see Figure 2) in an effort to keep the center of gravity at the geometric center.

Johnston, Albert S.↗

NASA NTRS2010

Effect of Target Location on Dynamic Visual Acuity During Passive Horizontal Rotation

The vestibulo-ocular reflex (VOR) generates eye rotation to compensate for potential retinal slip in the specific plane of head movement. Dynamic visual acuity (DVA) has been utilized as a functional measure of the VOR. The purpose of this study was to examine changes in accuracy and reaction time when performing a DVA task with targets offset from the plane of rotation, e.g. offset vertically during horizontal rotation. Visual acuity was measured in 12 healthy subjects as they moved a hand-held joystick to indicate the orientation of a computer-generated Landolt C "as quickly and accurately as possible." Acuity thresholds were established with optotypes presented centrally on a wall-mounted LCD screen at 1.3 m distance, first without motion (static condition) and then while oscillating at 0.8 Hz (DVA, peak velocity 60 deg/s). The effect of target location was then measured during horizontal rotation with the optotypes randomly presented in one of nine different locations on the screen (offset up to 10 deg). The optotype size (logMar 0, 0.2 or 0.4, corresponding to Snellen range 20/20 to 20/50) and presentation duration (150, 300 and 450 ms) were counter-balanced across five trials, each utilizing horizontal rotation at 0.8 Hz. Dynamic acuity was reduced relative to static acuity in 7 of 12 subjects by one step size. During the random target trials, both accuracy and reaction time improved proportional to optotype size. Accuracy and reaction time also improved between 150 ms and 300 ms presentation durations. The main finding was that both accuracy and reaction time varied as a function of target location, with greater performance decrements when acquiring vertical targets. We conclude that dynamic visual acuity varies with target location, with acuity optimized for targets in the plane of motion. Both reaction time and accuracy are functionally relevant DVA parameters of VOR function.

Appelbaum, Meghan↗

NASA NTRS2013

Efficient Creation of Overset Grid Hole Boundaries and Effects of Their Locations on Aerodynamic Loads

Recent developments on the automation of the X-rays approach to hole-cutting in over- set grids is further improved. A fast method to compute an auxiliary wall-distance function used in providing a rst estimate of the hole boundary location is introduced. Subsequent iterations lead to automatically-created hole boundaries with a spatially-variable o set from the minimum hole. For each hole boundary location, an averaged cell attribute measure over all fringe points is used to quantify the compatibility between the fringe points and their respective donor cells. The sensitivity of aerodynamic loads to di erent hole boundary locations and cell attribute compatibilities is investigated using four test cases: an isolated re-entry capsule, a two-rocket con guration, the AIAA 4th Drag Prediction Workshop Common Research Model (CRM), and the D8 \Double Bubble" subsonic aircraft. When best practices in hole boundary treatment are followed, only small variations in integrated loads and convergence rates are observed for different hole boundary locations.

Overset↗

NASA NTRS2013

Regression Analysis of Top of Descent Location for Idle-thrust Descents

In this paper, multiple regression analysis is used to model the top of descent (TOD) location of user-preferred descent trajectories computed by the flight management system (FMS) on over 1000 commercial flights into Melbourne, Australia. The independent variables cruise altitude, final altitude, cruise Mach, descent speed, wind, and engine type were also recorded or computed post-operations. Both first-order and second-order models are considered, where cross-validation, hypothesis testing, and additional analysis are used to compare models. This identifies the models that should give the smallest errors if used to predict TOD location for new data in the future. A model that is linear in TOD altitude, final altitude, descent speed, and wind gives an estimated standard deviation of 3.9 nmi for TOD location given the trajec- tory parameters, which means about 80% of predictions would have error less than 5 nmi in absolute value. This accuracy is better than demonstrated by other ground automation predictions using kinetic models. Furthermore, this approach would enable online learning of the model. Additional data or further knowl- edge of algorithms is necessary to conclude definitively that no second-order terms are appropriate. Possible applications of the linear model are described, including enabling arriving aircraft to fly optimized descents computed by the FMS even in congested airspace. In particular, a model for TOD location that is linear in the independent variables would enable decision support tool human-machine interfaces for which a kinetic approach would be computationally too slow.

trajectory prediction↗

NASA NTRS2018

International Space Station (ISS) Environmental Control and Life Support System (ECLSS) Vent Flow Reflection and Detection by Robotic External Leak Locator (RELL)

On-orbit Robotic External Leak Locator (RELL) (i.e., mass spectrometer and ion gauge) measurements on the International Space Station (ISS) are presented to show the detection of recurring Environmental Control and Life Support System (ECLSS) vents at multiple ISS locations and RELL pointing directions. The path of ECLSS effluents to the RELL detectors is not entirely obvious at some locations, but the data indicates that diffuse gas-surface reflection or scattering resulting from plume interaction with vehicle surfaces is responsible. RELL was also able to confirm the ISS ECLSS constituents and distinguish them from the ammonia leak based on the ion mass spectra and known venting times during its operation to locate a leak in the ISS port-side External Active Thermal Control System (EATCS) coolant loop.

Gas/Surface Reflections or Scattering↗

NASA NTRS2018

International Space Station (ISS) Environmental Control and Life Support System (ECLSS) Vent Flow Reflection and Detection by Robotic External Leak Locator (RELL)

Gas/Surface Reflections or Scattering↗

NASA NTRS2018

Spatial Correlation Structures in SMAP Near-Surface Soil Moisture (How Spatially Correlated are the Temporal Variations of Soil Moisture at Different Locations? and Why Is This of Interest?)

Spatial correlation structures can describe the degree to which soil moisture at a specified location co-varies in time with that at other, remote locations. Using four years of warm season SMAP Level 2 near-surface soil moisture data, we compute these spatial correlation structures for points across North America. The character of these structures is seen to differ geographically; the structures found for the west-central US, for example, are significantly more spatially extensive. We then demonstrate how these structures can potentially be used to reconstruct soil moisture fields during the pre-SMAP era. In this exercise, we consider as "truth" the soil moistures produced in a long-term offline land surface model simulation (1980-2014) that utilizes precipitation forcing based on a high density of precipitation gauges. Then, for a given location within the continent, we construct an"estimated" soil moisture time series based solely on historical soil moisture information simulated at least 300 km distant from the location, using the SMAP-based spatial correlation structures to determine how to make best use of the remote information. The reconstructed soil moistures are found to have significant skill relative to the assumed truth, suggesting that the same approach, when applied in areas of low rain gauge density (i.e., in areas for which historically simulated soil moistures are necessarily inaccurate), could provide useful historical soil moisture estimates through the SMAP-guided extraction of relevant information from neighboring gauged regions.

Koster, Randal↗

NASA NTRS2021

Locating the Isolator Shock-Train Leading Edge with Limited Pressure Information

Real-time detection and control of the isolator shock-train leading edge (STLE) is important to the performance of high-speed air-breathing engines, such as dual-mode scramjets. Typically, the STLE location is determined using wall static-pressure measurements, but there are often restrictions on the placement and overall number of the pressure transducers, reducing the viability and accuracy of such approaches. To address these issues, we introduce the adaptive pressure profile (APP) method for estimating the STLE location. This method does not require extensive prior characterization of the isolator or engine model. Instead, it uses real-time pressure measurements from a small number of transducers to adaptively learn the isolator pressure profile and subsequently uses this deduced profile to estimate the STLE location in a data-driven manner. The APP method works well in situations with sparse transducer placement. It produces accurate estimates when the STLE location is 1) not bounded by two or more transducers or 2) between two transducers that are several isolator duct heights apart. We demonstrate the efficacy of the APP method using simulations and experimental data from direct-connect isolator models. This validation shows that the APP method is accurate and robust for different flow regimes, transducer configurations, and model geometries.

Gregory J. Hunt↗

NASA NTRSDate not supplied

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the IKP2 isokinetic evaporator probe, which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window ice crystal detector to the measurements made with the underwing and nose Ice Crystal Detectors The key findings were: 1) the Ice Crystal Detector total water content sensor ice water content efficiency factor was similar to previous estimates, but reduced with increased ice crystal median mass diameter; 2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values – although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and 3) the ice water content at the 17” standoff from the port window varied from about 50% to 3 times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

Aircraft Icing↗

NASA NTRSDate not supplied

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

o Aircraft Icing↗

NASA NTRS2021

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector concave total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the Isokinetic Probe version 2 (IKP2), which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window probes to the measurements made with the underwing and nose probes. The key findings were: (1) the Ice Crystal Detector concave water content sensor efficiency factor to glaciated conditions was similar to previous estimates, but reduced with increased ice crystal median mass diameter; (2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values—although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and (3) the ice water content at the 17 in. standoff from the port window varied from about 50 percent to nearly three times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

Aircraft Icing↗