Formation Flying Teams of Small-Sats: The Science Case and Technology Gaps
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Rahmani, Amir↗
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Results for “SATS”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Validation of the NASA Electrical Power System – Sizing and Analysis Tool (EPS-SAT)
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Patrick A Hanlon↗
TechEd Sat-11 Cognitive Engine-1 Experiments
This presentation discusses the experiment concept of operations, flight and ground software, and current status of Technology Educational Satellite 11 (TechEdSat-11).
Rachel Dudukovich↗
Access to Space for NASA Small Sats: Current and Future Needs
Small spacecraft technology advancements have fundamentally shifted how NASA’s Science Mission Directorate (SMD) executes science investigations. To support this approach, the SMD Rideshare Office (SRO) was established in 2020 to lead the definition and implementation of a directorate-wide rideshare strategy. Serving as the central point of contact for coordinating compatible NASA payloads with launch opportunities, the SRO maximizes science, exploration, and technology return on investment by enabling rideshare or other access to space opportunities for small spacecraft on SMD primary mission launches, VADR commercial launch procurements, and other government agency launch opportunities. As NASA seeks to reduce costs and increase the rate of discovery, small satellites and multi manifest access to space have become integral to achieving the agency’s strategic vision. While NASA has created the above-mentioned mechanisms to expand access to space and achieve lower launch costs for its small satellites, many factors have limited full exploit of the opportunity these mechanisms can bring. NASA continues to evolve its mission cultures and technical requirements to adapt and take advantage of burgeoning commercial launch and rideshare advancements. To do so NASA requires collaboration with small satellite manufacturers, principal investigators, and commercial industry partners. Current needs include technical development and design of structurally robust spacecraft buses capable of withstanding varied launch loads, which will increase rideshare interchangeability and versatility. Further, instrument and spacecraft designs must also evolve to handle diverse launch environments and loads factors, while reducing reliance on complex purge and cleanliness constraints, sensitivities to silicones and hydrocarbons, and magnetic requirements. Continued maturation of small and medium launch providers in the near-term is also essential to drive down costs through competition. The current mission selection cadence often complicates the ability to synchronize multiple missions on a single launch. Future needs can include affordable space maneuverability options such as enhanced spacecraft propulsion systems and unique orbital maneuvering capabilities for our individual smallsats or constellations. These emerging capabilities offer a path to unique science orbits for NASA small satellites, but only under the condition that their cost remains affordable and competitive to accommodate inherently smaller mission budgets. Additionally, the projected surge of multiple SMD small satellites launching simultaneously and to unique deep space science orbits necessitates evaluation of expanding deep space communications capabilities. This presentation provides a comprehensive overview of NASA SMD’s access to space landscape and offers further unique insights and discussion, backed by NASA rideshare experiences and lessons learned, on the current and future developments required to unleash the full potential of rideshare opportunities.
Rideshare↗
STREAM‐Sat: A Novel Near‐Realtime Quasi‐Global Satellite‐Only Ensemble Precipitation Dataset
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Kaidi Peng↗
Heterogeneous Interactions of ClONO2 and HCl with Sulfuric Acid Tetrahydrate: Implications for the Stratosphere
The reaction probabilities for ClONO2+H2O- HOCl + HNO3 and ClONO2+ HCl Cl2 +HNO3 have been investigated on sulfuric acid tetrahydrate (SAT, H2SO4-4H2O)surfaces at temperatures between 190 and 230 K and at reactant concentrations that are typical in the lower stratosphere, using a fast-flow reactor coupled to a quadrupole mass spectrometer. The results indicate that the reaction probabilities as well as HCl uptake depend strongly on the thermodynamic state of SAT surface: they decrease significantly with decreasing H2O partial pressure at a given temperature, and decrease with increasing temperature at a given H2O partial pressure, as the SAT changes from the H2O-rich form to the H2SO4-rich form. For H2O-rich SAT at 195 K gamma(sub 1) approx. = -0.01 and gamma(sub 2) greater or equal to 0.1, whereas the values for H2SO4-rich SAT decrease by more than 2 orders of magnitude. At low concentrations of HCl, close to those found in the stratosphere, the amount of HCl taken up by H2O-rich SAT films corresponds to a coverage of the order of a tenth of a monolayer (approx. = 10(exp 14) molecules/sq cm); H2SO4-rich SAT films take up 2 orders of magnitude less HCl (les than 10(exp 12) molecules/sq cm). Substantial HCl uptake at high HCl concentrations is also observed, as a result of surface melting. The data reveal that frozen stratospheric sulfate aerosols may play an important role in chlorine activation in the winter polar stratosphere via processes similar to those occurring on the surfaces of polar stratospheric cloud particles.
Zhang, Renyi↗
Next Generation Geostationary Operational Environmental Satellite (GOES-R Series): A Space Segment Overview
The next-generation National Oceanic and Atmospheric Administration (NOAA) Geostationary Operational Environmental Satellite (GOES-R series) is currently being developed by NOAA in cooperation with the National Aeronautics and Space Administration (NASA). The GOES-R series satellites represents a significant improvement in spatial, temporal, and spectral observations (several orders of magnitude) over the capabilities of the currently operational GOES-1 series and the about to be launched GOES-N series satellite. The GOES-R series will incorporate technically advanced third-generation instruments and spacecraft enhancements to meet evolving observational requirements of forecasting for the era 2012-2025. The GOES-R instrument complement being developed includes a Advanced Baseline Imager (ABI), a Hyperspectral Environmental Suite (HES), a GEO Lighting Mapper (GLM), a Solar Imaging Suite (SIS) and a Space Environment In-Situ Suite (SEISS). Also, candidates for a number of GOES-R Pre-Planned Product Improvements (P(sup 3)Is) includes a Geo microwave Sounder, a Coronograph, a Hyperspectral Imager, and a Solar Irradiance Sensor. Currently, the GOES-R Space Segment architecture is being evaluated as part of a GOES-R system end-to-end architecture study. The GOES-R notional baseline architecture is a constellation of two satellites (A-sat and B-sat) each nominally located at 75 degrees west longitude and at 135 degrees west longitude at geostationary altitude, 0 degrees inclination. The primary mission of the A-sat is to provide imaging from the ABI. The A-sat will also contain the SIS and the GLM. The primary mission of the B-sat is to provide sounding of the hemispherical disk of the earth from the HES. The B-sat also contains the SEISS. Both satellites have mesoscale capabilities for severe weather sounding or imaging. This paper overviews the GOES-R Space Segment development including satellite constellation trade-off, improvements and differences between the current and future instrument and spacecraft capabilities, and technology infusion.
Krimchansky, Alexander↗
Small Aircraft Transportation System Concept and Technologies
This paper summarizes both the vision and the early public-private collaborative research for the Small Aircraft Transportation System (SATS). The paper outlines an operational definition of SATS, describes how SATS conceptually differs from current air transportation capabilities, introduces four SATS operating capabilities, and explains the relation between the SATS operating capabilities and the potential for expanded air mobility. The SATS technology roadmap encompasses on-demand, widely distributed, point-to-point air mobility, through hired-pilot modes in the nearer-term, and through self-operated user modes in the farther-term. The nearer-term concept is based on aircraft and airspace technologies being developed to make the use of smaller, more widely distributed community reliever and general aviation airports and their runways more useful in more weather conditions, in commercial hired-pilot service modes. The farther-term vision is based on technical concepts that could be developed to simplify or automate many of the operational functions in the aircraft and the airspace for meeting future public transportation needs, in personally operated modes. NASA technology strategies form a roadmap between the nearer-term concept and the farther-term vision. This paper outlines a roadmap for scalable, on-demand, distributed air mobility technologies for vehicle and airspace systems. The audiences for the paper include General Aviation manufacturers, small aircraft transportation service providers, the flight training industry, airport and transportation authorities at the Federal, state and local levels, and organizations involved in planning for future National Airspace System advancements.
Small aircraft transportation system↗
Overview of the Small Aircraft Transportation System Project Four Enabling Operating Capabilities
It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand still steadily increasing. NASA, FAA, and the National Consortium for Aviation Mobility (NCAM) have partnered to aid in increasing the mobility throughout the United States through the Small Aircraft Transportation System (SATS) project. The SATS project has been a five-year effort to provide the technical and economic basis for further national investment and policy decisions to support a small aircraft transportation system. The SATS vision is to enable people and goods to have the convenience of on-demand point-to-point travel, anywhere, anytime for both personal and business travel. This vision can be obtained by expanding near all-weather access to more than 3,400 small community airports that are currently under-utilized throughout the United States. SATS has focused its efforts on four key operating capabilities that have addressed new emerging technologies, procedures, and concepts to pave the way for small aircraft to operate in nearly all weather conditions at virtually any runway in the United States. These four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. The SATS project culminated with the 2005 SATS Public Demonstration in Danville, Virginia on June 5th-7th, by showcasing the accomplishments achieved throughout the project and demonstrating that a small aircraft transportation system could be viable. The technologies, procedures, and concepts were successfully demonstrated to show that they were safe, effective, and affordable for small aircraft in near all weather conditions. The focus of this paper is to provide an overview of the technical and operational feasibility of the four operating capabilities, and explain how they can enable a small aircraft transportation system.
Viken, Sally A.↗
Overview of the Small Aircraft Transportation System Project Four Enabling Operating Capabilities
It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand still steadily increasing. NASA, FAA, and the National Consortium for Aviation Mobility (NCAM) have partnered to aid in increasing the mobility throughout the United States through the Small Aircraft Transportation System (SATS) project. The SATS project has been a five-year effort to provide the technical and economic basis for further national investment and policy decisions to support a small aircraft transportation system. The SATS vision is to enable people and goods to have the convenience of on-demand point-to-point travel, anywhere, anytime for both personal and business travel. This vision can be obtained by expanding near all-weather access to more than 3,400 small community airports that are currently under-utilized throughout the United States. SATS has focused its efforts on four key operating capabilities that have addressed new emerging technologies, procedures, and concepts to pave the way for small aircraft to operate in nearly all weather conditions at virtually any runway in the United States. These four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. The SATS project culminated with the 2005 SATS Public Demonstration in Danville, Virginia on June 5th-7th, by showcasing the accomplishments achieved throughout the project and demonstrating that a small aircraft transportation system could be viable. The technologies, procedures, and concepts were successfully demonstrated to show that they were safe, effective, and affordable for small aircraft in near all weather conditions. The focus of this paper is to provide an overview of the technical and operational feasibility of the four operating capabilities, and explain how they can enable a small aircraft transportation system.
Viken, Sally A.↗
Evaluating the Impact of Vegetation Cover and Atmospheric Characteristics on the Estimation of Snow Water Equivalent from Spaceborne Microwave Radiometry
A radiative transfer model for estimating snow water equivalent (SWE, mm) from satellite-observed brightness temperature (K) at 19 and 37 GHz (respectively, T(sub B(sub, sat,19)) and T(sub B(sub, sat,37)) over partially forested area is presented, as an extension of a previously published model, by considering scattering of radiation within the canopy. For the specific case of dense vegetation covering fractional area f, the model can be written as, SWE = alpha{ A. delta (T(sub B(sub, sat)) + B - C. f}/(l f), where delta T(sub B(sub, sat)), is the difference of T(sub B(sub, sat,19)) and T(sub B(sub, sat,37)), alpha(mm/K) is the slope of SWE vs. brightness temperature difference at 19 and 37 GHz that would be obtained by ignoring the presence of atmosphere, delta(T(sub B)sub g)), for a homogeneous snow cover (which varies with grain size). The parameters A, B, and C, are determined primarily by atmospheric characteristics, and for a likely range of atmospheric conditions appear to be in the range of, respectively, 1.15-1.63, 0.69-2.84 K and 0.59-2.39 K. Ignoring atmospheric correction would introduce bias towards underestimation of SWE (and also, snow cover area and snow depth). Increasing cloud liquid water path (L) has the effect of increasing A, and ignoring this variation of A with L would have the impact of biasing the estimate of SWE (and snow extent). Such biasing is further exacerbated with increasing f, because of the appearance of term (l-f) in the denominator. The impact of ignoring the intercept parameters (B and C) would be noticeable at low values of SWE (appearing as a bias towards underestimation of SWE), which has been determined to be about 6 mm for average environmental conditions. The uncertainty in estimating SWE due to variations in the atmospheric characteristics is likely to be less than 15%, but could be up to 25% for non-vegetated snow-covered areas. Better estimates of SWE (and snow extent) would be obtained by adjusting the parameters of the above model to regional differences in the atmospheric characteristics. The biases in determining SWE arising due to variations in atmospheric conditions and due to changes in fractional forest cover are not independent, since they interact as {A/(l-f)}. The present calculations also show that improvement in determining snow cover area from the microwave data is likely to occur when these data are corrected for atmospheric effects, as demonstrated by a specific case study.
Choudhury, Bhaskar J.↗
Determination of carrier saturation velocity in high-performance In(y)Ga(1-y)As/Al(x)Ga(1-x)As modulation-doped field-effect transistors (with y between 0 and 0.2)
The relation between the intrinsic transconductance per unit gate width and the carrier saturation velocity, v(sat), is used to determine v(sat) for several high-performance pseudomorphic MODFET's with different InAs mole fractions (y). Measurements of In(y)Ga(1-y)As/AlGaAs MODFET's grown by MBE were found to give accurate v(sat) values at 77 K. Devices with y between 0 and 0.20 were shown to have higher v(sat) than conventional GaAs/AlGaAs MODFET's. An optimum y value for peak v(sat), which may optimize overall device performance, is expected.
Henderson, T. S.↗
Evaluation of Arctic Warming in Mid-Pliocene Climate Simulations
Palaeoclimate simulations improve our understanding of the climate, inform us about the performance of climate models in a different climate scenario, and help to identify robust features of the climate system. Here, we analyse Arctic warming in an ensemble of 16 simulations of the mid-Pliocene Warm Period (mPWP), derived from the Pliocene Model Intercomparison Project Phase 2 (PlioMIP2). The PlioMIP2 ensemble simulates Arctic (60–90∘ N) annual mean surface air temperature (SAT) increases of 3.7 to 11.6 ∘C compared to the pre-industrial period, with a multi-model mean (MMM) increase of 7.2 ∘C. The Arctic warming amplification ratio relative to global SAT anomalies in the ensemble ranges from 1.8 to 3.1 (MMM is 2.3). Sea ice extent anomalies range from −3.0 to −10.4×106 km2, with a MMM anomaly of −5.6×106 km2, which constitutes a decrease of 53 % compared to the pre-industrial period. The majority (11 out of 16) of models simulate summer sea-ice-free conditions (≤1×106 km2) in their mPWP simulation. The ensemble tends to underestimate SAT in the Arctic when compared to available reconstructions, although the degree of underestimation varies strongly between the simulations. The simulations with the highest Arctic SAT anomalies tend to match the proxy dataset in its current form better. The ensemble shows some agreement with reconstructions of sea ice, particularly with regard to seasonal sea ice. Large uncertainties limit the confidence that can be placed in the findings and the compatibility of the different proxy datasets. We show that while reducing uncertainties in the reconstructions could decrease the SAT data–model discord substantially, further improvements are likely to be found in enhanced boundary conditions or model physics. Lastly, we compare the Arctic warming in the mPWP to projections of future Arctic warming and find that the PlioMIP2 ensemble simulates greater Arctic amplification than CMIP5 future climate simulations and an increase instead of a decrease in Atlantic Meridional Overturning Circulation (AMOC) strength compared to pre-industrial period. The results highlight the importance of slow feedbacks in equilibrium climate simulations, and that caution must be taken when using simulations of the mPWP as an analogue for future climate change.
Palaeoclimate simulations↗
Application of Multitemporal Remotely Sensed Soil Moisture for the Estimation of Soil Physical Properties
This paper demonstrates the use of multitemporal soil moisture derived from microwave remote sensing to estimate soil physical properties. The passive microwave ESTAR instrument was employed during June 10-18, 1992, to obtain brightness temperature (TB) and surface soil moisture data in the Little Washita watershed, Oklahoma. Analyses of spatial and temporal variations of TB and soil moisture during the dry-down period revealed a direct relationship between changes in T and soil moisture and soil physical (viz. texture) and hydraulic (viz. saturated hydraulic conductivity, K(sat)) properties. Statistically significant regression relationships were developed for the ratio of percent sand to percent clay (RSC) and K(sat), in terms of change components of TB and surface soil moisture. Validation of results using field measured values and soil texture map indicated that both RSC and K(sat) can be estimated with reasonable accuracy. These findings have potential applications of microwave remote sensing to obtain quick estimates of the spatial distributions of K(sat), over large areas for input parameterization of hydrologic models.
Mattikalli, N. M.↗
Financing the Airport of the Future: The Small Aircraft Transportation System
The objective of SATS is to reduce gridlock at hubs, reduce travel times, allow for personal control over travel, and anticipate demand shifts resulting from a migration from suburbs to rural places. The technology is presently available and economical to produce SATS aircraft. The public issue centers on the airports. SATS is a federal program, and many airports in the U.S. are under the control of local governments. The scope of the objective will require thousands of airports in rural and suburban areas to modify their infrastructure and increase their investment. Researchers at the University of Nebraska at Omaha (UNO), and others at other institutions, have prepared reports surveying the relevant issues of implementing SATS. Our UNO team focused on the issues of policy implementation, economic development, management, and finance specific to Nebraska. We are finding that these issues are similar to those in other states in our region and other rural states. This paper discusses how this investment might be financed.
Bartle, John R.↗
Considerations in the Integration of Small Aircraft Transportation System Higher Volume Operations (SATSHVO) in the National Airspace System (NAS)
The Small Aircraft Transportation System Higher Volume Operations (SATS HVO) concept holds the promise for increased efficiency and throughput at many of the nations under-used airports. This concept allows for concurrent operations at uncontrolled airports that under today s procedures are restricted to one arrival or one departure operation at a time, when current-day IFR separation standards are applied. To allow for concurrent operations, SATS HVO proposes several fundamental changes to today's system. These changes include: creation of dedicated airspace, development of new procedures and communications (phraseologies), and assignment of roles and responsibilities for pilots and controllers, among others. These changes would affect operations on the airborne side (pilot) as well as the groundside (controller and air traffic flow process). The focus of this paper is to discuss some of the issues and potential problems that have been considered in the development of the SATS HVO concept, in particular from the ground side perspective. Reasonable solutions to the issues raised here have been proposed by the SATS HVO team, and are discussed in this paper.
Lohr, Gary W.↗
NASA Helps Design the 'Cockpit of the Future'
One of the initiatives at Langley involved the research and development of a Small Aircraft Transportation System Network (SATS-Net), which was the communications infrastructure for NASA s SATS program.The primary goal of SATS-Net was to develop secure virtual travel portals for the Nation s general aviation airports and to offer an alternative to commercial air and ground transportation through general aviation. The secondary goals were to increase mobility, reduce door-to- door travel times, and provide air transportation to underserved markets at an affordable cost. One of the specific plans was to create a network of information about the 2,000-plus non-tower, non-radar airports in the Nation. This information would be accessible from a person s home, office, PDA, or local airport. This network provides real-time information and would be a "one-stop shop" portal with dynamic access to real-time Web cameras for weather conditions, flight planning information, local lodging, restaurants, and attraction information. SATS-Net would provide membership services much like that of AAA.
Source record↗
Crew Exploration Vehicle (CEV) Avionics Integration Laboratory (CAIL) Independent Analysis
Two approaches were compared to the Crew Exploration Vehicle (CEV) Avionics Integration Laboratory (CAIL) approach: the Flat-Sat and Shuttle Avionics Integration Laboratory (SAIL). The Flat-Sat and CAIL/SAIL approaches are two different tools designed to mitigate different risks. Flat-Sat approach is designed to develop a mission concept into a flight avionics system and associated ground controller. The SAIL approach is designed to aid in the flight readiness verification of the flight avionics system. The approaches are complimentary in addressing both the system development risks and mission verification risks. The following NESC team findings were identified: The CAIL assumption is that the flight subsystems will be matured for the system level verification; The Flat-Sat and SAIL approaches are two different tools designed to mitigate different risks. The following NESC team recommendation was provided: Define, document, and manage a detailed interface between the design and development (EDL and other integration labs) to the verification laboratory (CAIL).
Davis, Mitchell L.↗