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NASA NTRS1998

On the Predictability of Substorms Following Sharp Northward Turnings of the IMF

It has been shown that there is an association between changes of the interplanetary magnetic field (IMF) that are expected to lead to a reduction in magnetospheric convection (northward turnings, reductions) and the onset of the expansion phase of substorms. This has been previously demonstrated by analyses of IMF data during time intervals associated with identified substorm onsets. Here we examine whether observations of northward turnings of the IMF can be used to predict the occurrence of substorms. We first identified sharp northward turnings that follow an interval of steady, southward IMF using measurements from the Wind spacecraft during the first 180 days of 1997. We also required that the northward turning be observed by either IMP-8 or GEOTAIL, in addition to Wind, and that one of the observing satellites be sufficiently close to the Earth-Sun line, or that the two observing satellites be sufficiently separated, that we are reasonably certain that the northward turning affected the magnetosphere. We also used the dual observations to estimate the arrival of the northward turning at the Earth. Using these criteria, we predicted 17 substorms. We then searched for the following signatures of substorm onset around the time of the predicted onset: auroral brightening followed by auroral bulge expansion observed by Polar UVI, geosynchronous particle injection, geosynchronous magnetic field dipolarization, and an appropriate magnetic disturbance at the surface of the Earth. Of the 17 predictions of substorms, 10 were successful in that a substorm onset was observed within 12 min of the predicted onset, 1 is indeterminate due to a lack of data at the Earth, 1 had unusual activity that we have not been able to identify, and 5 were unsuccessful. The failure of these last 5 predictions is explicable. Two of the northward turnings that failed to produce substorms were preceded by the lowest average of the set. The remaining 3 were the only cases in which the northward turning was accompanied by a simultaneous sharp increase. The increase would be expected to offset the decrease in convection that would otherwise be expected to be associated with a northward turning. These results indicate that it is an IMF change that leads to a reduction in convection, rather than just a northward turning or reduction that is associated with substorms, and that at least some substorms can be predicted by measurements of the IMF.

Blanchard, G. T.↗

NASA NTRS1991

Metamorphoses of ONAV console operations: From prototype to real time application

The ONAV (Onboard Navigation) Expert System is being developed as a real time console assistant to the ONAV flight controller for use in the Mission Control Center at the Johnson Space Center. Currently the entry and rendezvous systems are in verification, and the ascent is being prototyped. To arrive at this stage, from a prototype to real world application, the ONAV project has had to deal with not only AI issues but operating environment issues. The AI issues included the maturity of AI languages and the debugging tools, what is verification, and availability, stability, and the size of the expert pool. The environmental issues included real time data acquisition, hardware stability, and how to achieve acceptance by users and management.

Millis, Malise↗

NASA NTRS1987

Ray propagation path analysis of acousto-ultrasonic signals in composites

The most important result was the demonstration that acousto-ultrasonic (AU) energy introduced into a laminated graphite/resin propagates by two modes through the structure. The first mode, along the graphite fibers, is the faster. The second mode, through the resin matrix, besides being slower is also more strongly attenuated at the higher frequencies. This demonstration was accomplished by analyzing the time and frequency domain of the composite AU signal and comparing them to the same for a neat resin specimen of the same chemistry and geometry as the composite matrix. Analysis of the fine structure of AU spectra was accomplished by various geometrical strategies. It was shown that the multitude of narrow peaks associated with AU spectra are the effect of the many pulse arrivals in the signal. The shape and distribution of the peaks is mainly determined by the condition of nonnormal reflections of ray paths. A cepstrum analysis was employed which can be useful in detecting characteristic times. Analysis of propagation modes can be accomplished while ignoring the fine structure.

Kautz, Harold E.↗

NASA NTRS2002

Research Progress and Accomplishments on ISS

The first research payloads reached the International Space Station (ISS) more than two years ago, with research operating continuously since March 2001. Seven research racks are currently on-orbit, with three more arriving soon to expand science capabilities. Through the first five expeditions, 60 unique NASA-managed investigations from 11 nations have been supported, many continuing into later missions. More than 90,000 experiment hours have been completed, and more than 1,000 hours of crew time have been dedicated to research, numbers that grow daily. The multidisciplinary program includes research in life sciences, physical sciences, biotechnology, Earth sciences, technology demonstrations as well as commercial endeavors and educational activities. The Payload Operations and Integration Center monitors the onboard activities around the clock, working with numerous Principal Investigators and Payload Developers at their remote sites. Future years will see expansion of the station with research modules provided by the European Space Agency and Japan, which will be outfitted with additional research racks. The first research payloads arrived at ISS more than two years ago, and continuous science has been ongoing for more than one and a half years. During this time, the research capabilities have been tremendously increased, even as assembly of the overall platform continues. Despite significant challenges along the way, ISS continues to successfully support a large number of investigations in a variety of research disciplines. The results of some of the early investigations are reaching the publication stage. The near future looms with new challenges, but experience to date and dedicated efforts give reason to be optimistic that the challenges will be overcome and that new and greater successes will be added to past ones.

Roe, Lesa B.↗

NASA NTRS2013

Titan's Far-Infrared 220 cm(exp -1) Cloud Seen for the First Time in the South

In 2012 an emission feature at 220 cm(exp -1) in Titan's far-infrared spectrum was seen for the first time in the south. Attributed to a stratosphere ice cloud formed at the winter pole, the 220 (exp -1) emission had previously been seen only at high northern latitudes where it bad been decreasing since the arrival of Cassini in 2004. Our far-infrared observations were performed With the Composite Infrared Spectrometer (CIRS) on Caasini. Although it bad been expected that the 220 cm(exp -1) emission would eventnal1y appear in the south, the emission appeared rather suddenly, increasing by a factor of at least four between February (when it was not detected) and July 2012. At the time of our observations, one Titan month after equinox, the 220 cm(exp -1) feature was present in both the north and south and showed a trend of continued slow decrease in the north and steep increase in the south. As has been the case in the north, the emission in the south was confined to high latitudes associated with winter polar shadowing. Our spectroscopic detection of the southern 220 cm(exp -1) ice cloud coincided with the rapid formation in 2012 of a haze hood and vortex at the south pole as seen in Cassini image. The 220 cm(exp -1) feature was first observed by the Infrared Interferometer Spectrometer (IRIS) on Voyager I and has been extensively studied in the north by CIRS. Until now the 220 cm(exp -1) emission, like the polar hood, has been associated solely with the north, owing to the fact that Voyager and Cassini have viewed Titan only during winter-spring. In 2012 we witnessed the start of a seasonal shift of this pattern to the south. The 220 cm(exp -1) emission arises from altitudes of 80-150 km and peaks sharply near 140 km. The material responsible for the spectral feature is not known, but indirect evidence hints at a condensate arising from complex nitriles, which also tend to be present only at high winter latitudes.

Jennings, Donald↗

NASA NTRS2004

Design and Testing of a Low Noise Flight Guidance Concept

A flight guidance concept was developed to assist in flying continuous descent approach (CDA) procedures designed to lower the noise under the flight path of jet transport aircraft during arrival operations at an airport. The guidance consists of a trajectory prediction algorithm that was tuned to produce a high-efficiency, low noise flight profile with accompanying autopilot and flight display elements needed by the flight control system and pilot to fly the approach. A key component of the flight guidance was a real-time display of energy error relative to the predicted flight path. The guidance was integrated with the conventional Flight Management System (FMS) guidance of a modern jet transport airplane and tested in a high fidelity flight simulation. A charted arrival procedure, which allowed flying conventional arrivals, CDA arrivals with standard guidance, and CDA arrivals with the new low noise guidance, was developed to assist in the testing and evaluation of the low noise guidance concept. Results of the simulation testing showed the low noise guidance was easy to use by airline pilot test subjects and effective in achieving the desired noise reduction. Noise under the flight path was reduced by at least 2 decibels in Sound Exposure Level (SEL) at distances from about 3 nautical miles out to about 17.5 nautical miles from the runway, with a peak reduction of 8.5 decibels at about 10.5 nautical miles. Fuel consumption was also reduced by about 17% for the LNG conditions compared to baseline runs for the same flight distance. Pilot acceptance and understanding of the guidance was quite high with favorable comments and ratings received from all test subjects.

Williams, David H.↗

NASA NTRS1972

Apollo experience report: S-band system signal design and analysis

A description is given of the Apollo communications-system engineering-analysis effort that ensured the adequacy, performance, and interface compatibility of the unified S-band system elements for a successful lunar-landing mission. The evolution and conceptual design of the unified S-band system are briefly reviewed from a historical viewpoint. A comprehensive discussion of the unified S-band elements includes the salient design features of the system and serves as a basis for a better understanding of the design decisions and analyses. The significant design decisions concerning the Apollo communications-system signal design are discussed providing an insight into the role of systems analysis in arriving at the current configuration of the Apollo communications system. Analyses are presented concerning performance estimation (mathematical-model development through real-time mission support) and system deficiencies, modifications, and improvements.

Rosenberg, H. R.↗

NASA NTRS1984

On gravity from SST, geoid from Seasat, and plate age and fracture zones in the Pacific

A composite map produced by combining 90 passes of SST data show good agreement with conventional GEM models. The SEASAT altimeter data were deduced and found to agree with both the SST and GEM fields. The maps are dominated (especially in the east) by a pattern of roughly east-west anomalies with a transverse wavelength of about 2000 km. Comparison with regional bathymetric data shows a remarkedly close correlation with plate age. Most anomalies in the east half of the Pacific could be partly caused by regional differences in plate age. The amplitude of these geoid or gravity anomalies caused by age differences should decrease with absolute plate age, and large anomalies (approximately 3 m) over old, smooth sea floor may indicate a further deeper source within or perhaps below the lithosphere. The possible plume size and ascent velocity necessary to supply deep mantle material to the upper mantle without complete thermal equilibration was considered. A plume emanating from a buoyant layer 100 km thick and 10,000 times less viscous than the surrounding mantle should have a diameter of about 400 km and must ascend at about 10 cm/yr to arrive still anomalously hot in the uppermost mantle.

Marsh, B. D.↗

NASA NTRS1994

A psychologist's view of validating aviation systems

All systems, no matter what they are designed to do, have shortcomings that may make them less productive than was hoped during the initial development. Such shortcomings can arise at any stage of development: from conception to the end of the implementation life cycle. While systems failure and errors of a lesser magnitude can occur as a function of mechanical or software breakdown, the majority of such problems, in aviation are usually laid on the shoulders of the human operator and, to a lesser extent, on human factors. The operator bears the responsibility and blame even though, from a human factors perspective, error may have been designed into the system. Human factors is not a new concept in aviation. The name may be new, but the issues related to operators in the loop date back to the industrial revolution of the nineteenth century and certainly to the aviation build-up for World War I. During this first global confrontation, military services from all sides discovered rather quickly that poor selection and training led to drastically increased personnel losses. While hardware design became an issue later, the early efforts were primarily focused on increased care in pilot selection and on their training. This actually involved early labor-intensive simulation, using such devices as sticks and chairs mounted on rope networks which could be manually moved in response to control input. The use of selection criteria and improved training led to more viable person-machine systems. More pilots survived training and their first ten missions in the air, a rule of thumb arrived at by experience which predicted ultimate survival better than any other. This rule was to hold through World War II. At that time, personnel selection and training became very sophisticated based on previous standards. Also, many psychologists were drafted into Army Air Corps programs which were geared towards refining the human factor. However, despite the talent involved in these programs and the tremendous build-up of aviation during the war, there were still aircraft designs that were man killers (no sexism implied since all combat pilots were men). One classic design error that was identified fifty years ago was the multipointer altimeter, which could easily be misread especially by a pilot under considerable task load. It has led to flying fully operational aircraft into the terrain. The authors of the research which formally identified this problem put 'Human Errors' in quotes to express their dissatisfaction with the traditional approach to accident investigation. It traditionally places the burden of guilt on the operator. Some of these altimeters still exist in older aircraft to this day.

Stein, Earl S.↗

NASA NTRS2000

Automated Design of the Europa Orbiter Tour

In this paper we investigate tours of the Jovian satellites Europa, Ganymede, and Callisto for the Europa Orbiter Mission. The principal goal of the tour design is to lower arrival V(sub infinity) for the final Europa encounter while meeting all of the design constraints. Key constraints arise from considering the total time of the tour and the radiation dosage of a tour. These tours may employ 14 or more encounters with the Jovian satellites, hence there is an enormous number of possible sequences of these satellites to investigate. We develop a graphical method that greatly aids the design process.

Heaton, Andrew F.↗

NASA NTRS2002

Conference Summary: First International Conference on Global Warming and the Next Ice Age

The First International Conference on Global Warming and the Next Ice Age was convened in Halifax, Nova Scotia, August 19-24, 2001. The conference program began each day with a 30 minute live classical music performances of truly international quality before the beginning business. Ample time for panel discussions was also scheduled. The general public was invited to attend and participate in a special evening panel session on the last day of the conference. The unusual and somewhat provocative title of the conference was designed to attract diverse views on global climate change. This summary attempts to accurately reflect the tone and flavor of the lively discussions which resulted. Presentations ranged from factors forcing current climate to those in effect across the span of time from the Proterozoic "snowball Earth" epoch to 50,000 years in the future. Although, as should be expected, attendees at the conference arrived with opinions on some of the controversial issues regarding climate change, and no-one openly admitted to a 'conversion' from their initial point of view, the interdisciplinary nature of the formal presentations, poster discussions, panels, and abundant informal discourse helped to place the attendees' personal perspectives into a broader, more diversified context.

Wetzel, Peter J.↗

NASA NTRS2005

Intelligent Pilot Aids for Flight Re-Planning in Emergencies

Effective and safe control of an aircraft may be difficult or nearly impossible for a pilot following an unexpected system failure. Without prior training, the pilot must ascertain on the fly those changes in both manual control technique and procedures that will lead to a safe landing of the aircraft. Sophisticated techniques for determining the required control techniques are now available. Likewise, a body of literature on pilot decision making provides formalisms for examining how pilots approach discrete decisions framed as the selection between options. However, other aspects of behavior, such as the task of route planning and guidance, are not as well studied. Not only is the pilot faced with possible performance changes to the aircraft dynamics, but he or she is also tasked to create a plan of actions that will effectively take the aircraft down to a safe landing. In this plan, the many actions that the pilot can perform are closely intertwined with the trajectory of the aircraft, making it difficult to accurately predict the final outcome. Coupled with the vast number of potential actions to be taken, this problem may seem intractable. This is reflected in the lack of a pre-specified procedure capable of giving pilots the ability to find a resolution for this task. This report summarizes a multi-year effort to examine methods to aid pilots in planning an approach and arrival to an airport following an aircraft systems failure. Ultimately, we hypothesize that automatic assistance to pilots can be provided in real-time in the form of improving pilot control of a damaged aircraft and providing pilots with procedural directives suitable for critical flight conditions; such systems may also benefit pilot training and procedure design. To achieve this result, a systematic, comprehensive research program was followed, building on prior research. This approach included a pencil-and-paper study with airline pilots examining methods of representing a flight route in an immediately understandable manner, and in a manner that would allow the pilot to modify an automatically-generated route and/or detect any inappropriate elements in an automatically-generated route. Likewise, a flight simulator study examined different cockpit systems for the relative merits of providing pilots with any of a variety of automated functions for emergency flight planning. The results provide specific guidance for the design of such systems.

Pritchett, Amy R.↗

NASA NTRS2002

The Cassini/Huygens Mission to Saturn and Titan

The Cassini/Huygens mission is a joint endeavor between NASA, the EuropeanSpace Agency, and the Italian Space Agency to send a spacecraft to perform an extensive exploration of the Saturnian system, including an atmospheric probe to go to the surface of Titan. The spacecraft was launched on October 15, 1997, and now has completed five years of its nearly seven year journey to Saturn. The cruise period has been a relatively passive time for the spacecraft, but an intensely busy one for the flight team. There is now less than two years to go until arrival at Saturn, and a significant portion of the effort deliberately planned for the post-launch period remains to be completed. Ground activities include the development of flight software, ground software, and science observation plans in order to be prepared to operate the mission after arrival at Saturn. This paper provides an update to the mission status and progress over the past year.

Cassini Huygens Saturn Titan↗

NASA NTRS2011

A Numerical Study of Micrometeoroids Entering Titan's Atmosphere

A study using numerical integration techniques has been performed to analyze the temperature profiles of micrometeors entering the atmosphere of Saturn s moon Titan. Due to Titan's low gravity and dense atmosphere, arriving meteoroids experience a significant cushioning effect compared to those entering the Earth's atmosphere. Temperature profiles are presented as a function of time and altitude for a number of different meteoroid sizes and entry velocities, at an entry angle of 45. Titan's micrometeoroids require several minutes to reach peak heating (ranging from 200 to 1200 K), which occurs at an altitude of about 600 km. Gentle heating may allow for gradual evaporation of volatile components over a wide range of altitudes. Computer simulations have been performed using the Cassini/Huygens atmospheric data for Titan. Keywords micrometeoroid Titan atmosphere 1 Introduction On Earth, incoming micrometeoroids (~100 m diameter) are slowed by collisions with air molecules in a relatively compact atmosphere, resulting in extremely rapid deceleration and a short heating pulse, often accompanied by brilliant meteor displays. On Titan, lower gravity leads to an atmospheric scale height that is much larger than on Earth. Thus, deceleration of meteors is less rapid and these particles undergo more gradual heating. This study uses techniques similar to those used for Earth meteoroid studies [1], exchanging Earth s planetary characteristics (e.g., mass and atmospheric profile) for those of Titan. Cassini/Huygens atmospheric data for Titan were obtained from the NASA Planetary Atmospheres Data Node [4]. The objectives of this study were 1) to model atmospheric heating of meteoroids for a range of micrometeor entry velocities for Titan, 2) to determine peak heating temperatures and rates for micrometeoroids entering Titan s atmosphere, and 3) to create a general simulation environment that can be extended to incorporate additional parameters and variables, including different atmospheric, meteoroid and planetary data. The micrometeoroid entry simulations made using Titan atmospheric data assume that, as on Earth, micrometeors are heated by collision with molecules in the atmosphere. Unlike on Earth where heating pulses last a few seconds and reach temperatures sufficient to melt silicates (> 1600 K [1]),

Templeton, M.↗

NASA NTRS2015

Townes Group Activities from 1983-2000: Personal Recollections of William Danchi

I arrived in Berkeley in October 1983 as a post-doc, and my appointment was at the Space Sciences Laboratory (SSL). During that time the group was very large, with multiple activities led by Charlie himself and also by Senior Fellows such as John Lacy, Dan Jaffe, and Al Betz at the top of the hill at Space Sciences. Another significant contingent of the Townes group was housed in Birge Hall on campus, led by Reinhard Genzel when he was an Assistant Professor in the Physics Department. Although the group encompassed two separate locations, it functioned as one large group. Either we rode with Charlie up and down the hill, or (if we were concerned about our safety!) we took the bus.

Space Sciences Laboratory (SSL)↗

NASA NTRS2017

Objective Assessment Method for RNAV STAR Adherence

Flight crews and air traffic controllers have reported many safety concerns regarding area navigation standard terminal arrival routes (RNAV STARs). Specifically, optimized profile descents (OPDs). However, our information sources to quantify these issues are limited to subjective reporting and time consuming case-by-case investigations. This work is a preliminary study into the objective performance of instrument procedures and provides a framework to track procedural concepts and assess design specifications. We created a tool and analysis methods for gauging aircraft adherence as it relates to RNAV STARs. This information is vital for comprehensive understanding of how our air traffic behaves. In this study, we mined the performance of 24 major US airports over the preceding three years. Overlaying 4D radar track data onto RNAV STAR routes provided a comparison between aircraft flight paths and the waypoint positions and altitude restrictions. NASA Ames Supercomputing resources were utilized to perform the data mining and processing. We assessed STARs by lateral transition path (full-lateral), vertical restrictions (full-lateral/full-vertical), and skipped waypoints (skips). In addition, we graphed frequencies of aircraft altitudes relative to the altitude restrictions. Full-lateral adherence was always greater than Full-lateral/ full- vertical, as it is a subset, but the difference between the rates was not consistent. Full-lateral/full-vertical adherence medians of the 2016 procedures ranged from 0% in KDEN (Denver) to 21% in KMEM (Memphis). Waypoint skips ranged from 0% to nearly 100% for specific waypoints. Altitudes restrictions were sometimes missed by systematic amounts in 1,000 ft. increments from the restriction, creating multi-modal distributions. Other times, altitude misses looked to be more normally distributed around the restriction. This tool may aid in providing acceptability metrics as well as risk assessment information.

Stewart, Michael↗

NASA NTRS2018

Ramp Traffic Console (RTC) Ramp Manager Traffic Console (RMTC) User Manual

This document serves as a user manual for the Ramp Traffic Console (RTC) in the Ramp Control Tower. It describes the elements of the RTC interface and provides explanations for how to utilize the RTC to manage ramp traffic. The RTC provides live data for all flights including Earliest Off-Block Times (EOBT) and Traffic Management Initiatives (TMI). The RTC augments management of ramp traffic by providing notifications of runway configurations, and lists flight arrivals, near arrivals and departures as additional sources of information. If applicable, this document also provides instructions for use of the Ramp Manager Traffic Console (RMTC) for ramp manager functions of adjusting the priority flight list, and setting ramp status. The RTC/RMTC ramp tool are components of Airspace Technology Demonstration-2.

ATD-2 RMTC↗

NASA NTRS2018

Simulated Encounters of the Parker Solar Probe with a Coronal-Hole Jet

Solar coronal jets are small, transient, collimated ejections most easily observed in coronal holes (CHs). The upcoming Parker Solar Probe (PSP) mission provides the first opportunity to encounter CH jets in situ near the Sun and examine their internal structure and dynamics. Using projected mission orbital parameters, we have simulated PSP encounters with a fully three-dimensional magnetohydrodynamic (MHD) model of a CH jet. We find that three internal jet regions, featuring different wave modes and levels of compressibility, have distinct identifying signatures detectable by PSP. The leading AlfvÃ©n wave front and its immediate wake are characterized by transAlfvÃ©nic plasma flows with mild density enhancements. This front exhibits characteristics of a fast switch-on MHD shock, whose arrival is signaled by the sudden onset of large-amplitude transverse velocity and magnetic-field oscillations highly correlated in space and time. The trailing portion is characterized by supersonic but subAlfvÃ©nicout flows of dense plasma with uncorrelated velocity and magnetic-field oscillations. This compressible region contains most of the jet's mass. The volume between the immediate wake and dense jet, the remote wake,mixes and transitions the characteristics of the two other regions. In addition to probing each region separately, we also simulate a corotational PSP-jet encounter. In this scenario, the simulated spacecraft hovers over the jet producing CH, as may occur during the mission's corotational phases, sampling each jet region in turn. We estimate that PSP will encounter numerous CH jets over the lifetime of the mission.

Roberts, Merrill A.↗