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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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At least 1,117 records · Page 62
All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Lessons Learned from the Investigation of an Anomalous Termination of BETTII

The Balloon Experimental Twin Telescope for Infrared Interferometry (BETTII) mission launched from Palestine, Texas in June 2017. After an exciting launch and successful cruise, the BETTII gondola suffered an anomalous event at termination. BETTII separated from its parachute and free-fell 136,000 feet into the west Texas desert. This event was classified as a "close-call" and investigated as such. We present here the recovery effort required to find the payload and extract the payload from its impact site. We also present lessons learned from the event and results from the investigation, the design for the next BETTII gondola, and a path forward for return to flight.

Veach, Todd J.↗
NASA NTRS2015

Strategic Time-Based Metering that Assures Separation for Integrated Operations in a Terminal Airspace

This paper reports an algorithm for strategic time-based metering of air traffic arriving and departing from a large ( tens of nautical miles) area (called here, the commitment region) around an airport or metroplex. The algorithm assures separation continuously in time and avoids a dictation of intent to an aircraft crew. This is accomplished by allowing an aircraft (specifically, its Flight Management System) to specify, and commit to, an intended route and ground speed profile along that route within the commitment region, and by supplying the time at which to enter the region to the aircraft crew. The airspace that comprises the commitment region need not be confined to the terminal airspace and can include some of the enroute space: the size and shape of the commitment region are parameters in the algorithm. An exact formula for including speed profile uncertainty in the algorithm is provided. The algorithm is applied to a number of data sets recorded during actual air traffic operations in the Southern California TRACON in July of 2014 and the Atlanta TRACON in November and December of 2013. The results of the numerical simulations indicate that the algorithm succeeds at keeping the aircraft separated, but introduces, in its current implementation, more separation than that observed in actual operations. This excess separation can be reduced by modeling more accurately the Visual Flight Rules separation practices, a direction for future research.

air traffic management↗
NASA NTRS2019

Models of Terminal Arrival Efficiency Rate

Terminal Arrival Efficiency Rate (TAER) is a measure of TRACON performance and the impact of Traffic Management Initiatives (TMI) within 100 miles of the airport. This measures not just the approach control performance, but also ARTCC performance to deliver traffic evenly. Identifying conditions that lead to low TAER can allow development of method to improve it. In this study, we developed linear and decision tree models of TAER.

Air Traffic Management↗
NASA NTRSDate not supplied

Trajectory Specification for Terminal Airspace

Trajectory Specification is a method of unambiguously specifying a trajectory to be flown by an aircraft. It has been applied in a fast-time simulation to the terminal airspace serving a major airport.

air traffic control↗
NASA NTRS2018

Deep Space Relay Terminals for Mars Superior Conjunction

The Sun periodically blocks direct communication between the Earth and Mars, creating a need for a relay when missions have a critical need for communication during these times. We examined several approaches based on optical or radio-frequency relays placed in deep space between the Earth and Mars, exploring multiple possible placements of relays, including periodic orbits in the Sun-Earth and Sun-Mars rotating frames, and eccentric, sun-centered orbits. L4 and L5 long-period orbits in the sun-Mars system provide suitable communications geometry continuously for very long durations. In such an orbit, a deep space relay terminal with two 50 cm optical telescopes and two 75 cm Ka-band dish antennas, along with associated receivers and transmitters, would be capable of supporting Mars superior conjunctions with an optical data rate of 28 to 44 Mbps for return links, and 30-36 Mbps in the forward direction. The relay should use efficient, low-noise optical detectors, such as appropriately cooled Avalanche Photo Diode or Superconducting Nanowire Single Photon Detectors, to achieve these data rates. The single relay discussed in this study might have additional value beyond communications, providing a synergistic platform for solar observation, solar wind observation, gravitational studies, the search for near-earth asteroids, or a navigational beacon.

Lau, Chi-Wung↗
NASA NTRSDate not supplied

The Challenger Tradgedy was Caused by an Apollo Mistake, Terminating Risk Analysis

NASA’s attitude toward risk changed drastically between the Apollo and Space Shuttle design. [1]Apollo engineers were seriously alarmed about riskbecause of the fatal Apollo 1 fire and the fact that the estimated probability of another fatal accident was extremely high. The predictions were so appalling thatmanagement terminated risk analysis to avoid public apprehension. Because risk analysis was not done, the Space Shuttle design accepted excessively high andunknown risk. The immediate cause of the Challengertragedy was the mistaken decision to launch in coldweather that impaired the O-ring seals, but the fundamental cause was the high risk of the shuttle design. Before Challenger, management asserted that the probability of a fatal accident was 1 in 100,000.Probabilistic Risk Analysis (PRA) found a roughly 1 in 100 chance of a shuttle failure.

Harry W Jones↗
NASA NTRS2021

Terminal Descent Radar System Testbed for Future Planetary Landers

Terminal Descent Radars (TDR), or landing radars, have been an integral element of Guidance, Navigation and Control (GN\&C) sensor suites of robotic exploration missions to the Moon and Mars. As plans for new, exciting exploration missions to the Moon, Mars and other planetary bodies are being developed, there is a need for a new generation of TDRs that are smaller, consume less power and are less expensive than previous sensors. The challenge of designing such a landing sensor is twofold: the first is to have well-vetted software tools that allow us to explore the design space for a particular mission scenario and analyze performance of relevant radar architectures. The second challenge is to reduce mass and power requirements of a landing radar without compromising reliability and performance. New design approaches that address these challenges need to be tested and demonstrated in realistic Entry-Descent-Landing (EDL)/Deorbit-Descent-Landing (DDL) scenarios. In this paper, we describe a TDR testbed developed at the Jet Propulsion Laboratory. The testbed is a closed-loop design, analysis and verification capability used to design and evaluate the next generation of landing radars for a variety of EDL/DDL scenarios.

Tope, Michael↗
NASA NTRS2021

Terminal Descent Radar System Testbed for Future Planetary Landers

Terminal Descent Radars (TDR), or landing radars, have been an integral element of Guidance, Navigation and Control (GN\&C) sensor suites of robotic exploration missions to the Moon and Mars. As plans for new, exciting exploration missions to the Moon, Mars and other planetary bodies are being developed, there is a need for a new generation of TDRs that are smaller, consume less power and are less expensive than previous sensors. The challenge of designing such a landing sensor is twofold: the first is to have well-vetted software tools that allow us to explore the design space for a particular mission scenario and analyze performance of relevant radar architectures. The second challenge is to reduce mass and power requirements of a landing radar without compromising reliability and performance. New design approaches that address these challenges need to be tested and demonstrated in realistic Entry-Descent-Landing (EDL)/Deorbit-Descent-Landing (DDL) scenarios. In this paper, we describe a TDR testbed developed at the Jet Propulsion Laboratory. The testbed is a closed-loop design, analysis and verification capability used to design and evaluate the next generation of landing radars for a variety of EDL/DDL scenarios.

Tope, Michael↗
NASA NTRSDate not supplied

System Level TVAC Functional Testing for the Integrated LCRD Low-Earth Orbit User Modem and Amplifier Terminal (ILLUMA-T) Payload Destined for the International Space Station

The Integrated LCRD Low-Earth Orbit User Modem and Amplifier Terminal (ILLUMA-T) Payload will be launched to the International Space Station (ISS) in 2023. ILLUMA-T is an optical communications payload that will make the ISS the first space-based user to communicate with NASA’s Laser Communications Relay Demonstration (LCRD). The system will support all-optical forward links up to 150 Mbps and return links up to 1 Gbps. The payload recently underwent system level Thermal VACuum (TVAC) functional testing at MIT Lincoln Laboratory. We present an overview of the payload’s TVAC functional tests and results.

lasercom↗
NASA NTRSDate not supplied

A Flight Replanning Tool for Terminal Area Urban Air Mobility Operations

In this presentation we describe and evaluate a flight replanning tool, called the trial planner, for terminal area air transport applications. The trial planner employs predefined airspace structures to generate rerouting options between vertiports. In a simplified definition, vertiports are facilities that provide services for managing the take-off and landing of autonomous or manned electric vertical take-off or landing (eVTOL) aircraft. The airspace structures involved in our test cases are arrival routes that consist of predefined entry points to which a transitional path is computed dynamically from the current position of the aircraft. Rerouting options include the transitional path and approach segment along the arrival route; these rerouting options are not vetted for potential conflicts with other operations until a human operator commits to a choice and forwards the flight plan modification for approval from an automated airspace management service. A selected rerouting option is executed by loading a flight plan file to the aircraft ground control station. We conducted a qualitative evaluation of the trial planner using ratings provided by flight crews and air transportation human factors experts with relevant experience from air traffic control. Evaluation criteria included trust in the route recommendations and adequate explanation for the route options. We detail the logic and implementation of the trial planner, as well as report the results of the evaluation of the implementation herein.

Trial planning↗
NASA NTRSDate not supplied

System Level TVAC Functional Testing for the Integrated LCRD Low-Earth Orbit User Modem and Amplifier Terminal (ILLUMA-T) Payload Destined for the International Space Station

The Integrated LCRD Low-Earth Orbit User Modem and Amplifier Terminal (ILLUMA-T) payload will be launched to the International Space Station (ISS) in 2023. ILLUMA-T is an optical communications payload that will make the ISS the first space-based user to communicate with NASA’s Laser Communications Relay Demonstration (LCRD). The system will support all-optical forward links up to 150 Mbps and return links up to 1 Gbps. The payload recently underwent system level Thermal VACuum (TVAC) functional testing at MIT Lincoln Laboratory. We present an overview of the payload’s TVAC functional tests and results.

laser communications↗
NASA NTRS2023

A Trajectory Algorithm to Support En Route and Terminal Area Self-Spacing Concepts: Fifth Revision

This document describes an algorithm for the generation of a four dimensional trajectory. Input data for this algorithm are similar to an augmented Standard Terminal Arrival (STAR) with the augmentation in the form of altitude or speed crossing restrictions at waypoints on the route. The algorithm calculates the altitude, speed, along path distance, and along path time for each of these waypoints. Wind data at each of these waypoints are also used for the calculation of ground speed and turn radius. This revision of the algorithm now accommodates linear decelerations between two speed-constrained waypoints. While this modification may appear trivial, the calculation of the deceleration rate cannot be accomplished using a closed-form solution. An iterative solution was developed that allowed for the variability of path distance due to speed influence on turn radii, Mach-CAS transition altitude, and the impact of wind on ground speed in calculating an accurate deceleration value.

Aircraft Operations↗
NASA NTRSDate not supplied

Leveraging Resonant Terminator Orbits for the Trajectory Design of OSIRIS-APEX at (99942) Apophis

The OSIRIS-REx spacecraft has been approved for an extended mission (OSIRIS-APEX) to visit the asteroid (99942) Apophis. In this paper we outline a potential design for the spacecraft’s trajectory during the variable phase orbit segment of the APEX mission. This phase of the mission, nominally expected to begin in January2030, has the primary goal of collecting image and spectral data of the full asteroid surface at a wide variety of illumination conditions without requiring frequent firing of the spacecraft thrusters. This work will focus on leveraging resonant terminator orbits (RTOs) in order to satisfy these goals and the associated science requirements. Though this segment will occur after Apophis’ closest flyby of Earth in April 2029, the proposed design utilizes the current best estimates of the asteroid’s orbital elements and physical properties at that time when designing the spacecraft’s orbit.

Gavin M Brown↗
NASA NTRSDate not supplied

Initial Analysis of Digitally Enabled Cooperative Operations in Class D Terminal Airspace

The primary contribution of this paper is an initial analysis of integrating digitally enabled cooperative operations (or digital operations for short) with Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) operations in the terminal airspace around a Class D airport, specifically around Fort Worth Alliance airport (KAFW). Enabled by connected digital technologies and automated information exchange, digital operations as envisioned would utilize cooperative practices and operator-responsible separation to ensure safety. In the present study, three conflict management configurations for digital operations were analyzed: 1) centralized with a single instance of a conflict management service to model a scenario with only one fleet operator conducting digital operations or all fleet operators utilizing the same service, 2) federated with two different instances to model a scenario with two different fleet operators conducting digital operations, and 3) fully distributed with a different instance for each digital operation. In simulations in which recorded tracks for VFR and IFR operations were played back and digital operations were modeled that would nominally arrive at KAFW once every 20 minutes (given no conflict resolution maneuvers), there were one or fewer losses of separation (LOS) across the three conflict management configurations. The same result was seen in simulations in which digital operations would nominally arrive at KAFW once every 10 minutes. However, in simulations in which digital operations would nominally arrive at KAFW once every 5 minutes, the number of LOS ranged between six and ten. This highlights the need for follow-on research to investigate the extent to which additional capabilities for digital operations, such as complexity management and/or flow organization, may be needed.

digitally enabled cooperative operations, digital ↗
NASA NTRSDate not supplied

A Human-In-The-Loop Simulation for Urban Air Mobility in the Terminal Area

In this paper researchers propose a human-in-the-loop experiment to study human performance when tasked with tactical deconfliction in terminal area air taxi operations. The air taxi operations being considered herein are an advanced air transportation concept called Urban Air Mobility (UAM). The UAM concept aims to support not only air taxi operations, but also package delivery and emergency response among other use cases. The key innovation over current air transportation lies with the introduction of highly automated aircraft and air traffic management systems. Development of the UAM system will include transitional midterm phases where some operational services will be provided by a mixture of automation and human actors. Midterm operations present a unique challenge, since the scope of responsibility of automated systems is largely undefined, suggesting the need for direct human participation with little to inform how much human intervention is necessary. Here it is assumed that traffic management responsibilities require coordination between human actors and automated systems and focus on arrival flows for midterm operations. In the proposed human-in-the-loop simulation, virtual UAM traffic is strategically deconflicted by a Provider of Services for UAM at departure, then tactically managed by a human at the arrival facility. Generated traffic consists of UAM participants flying in UAM exclusive airspace structures, thus isolated from traditional traffic. The human operator is tasked with managing spacing of arrival traffic and executing speed adjustments as deemed necessary. Researchers propose the investigation of three levels of automation assistance: 1) no assistance; 2) spacing violation detection; 3) spacing violation detection and speed adjustment recommendations. Quantitative measures like throughput and delay are used to assess the human's capacity for accommodating airborne delays. Qualitative evaluations such as surveys and open-ended feedback are used to gain insight into human factors. These factors could introduce additional capacity constraints on traffic, independent of physical or technical constraints. Although findings for this study will not be reported as the study has not yet been executed, the authors conclude with potential outcomes informed by previous simulations in the literature and suggestions for the structure and procedures of midterm human-automation air traffic management.

UAM↗