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NASA NTRS1978

Oil Saving Seal

Driven under difficult field conditions, the Army Jeep shown went more than 22,000 miles without an oil change in a test conducted by the U.S. Army Mobility Equipment Research and Development Command. Key to this exceptionally long oil life was a set of piston ring seals made of a new synthetic rubber formula called RC-34; the seal pictured, photographed after its arduous Army trial, shows no signs of deterioration. The seal and the RC-34 material, which may soon be available for use in the family auto, were developed by Ramsey Corporation, St. Louis, Missouri, a division of TRW Automotive Worldwide. The oil in an automobile engine must be I replaced every few thousand miles not because it wears out but because it becomes contaminated. The contamination sources are gasoline and combustion gases which blow by the piston rings to mix with the oil, reducing the oil's ability to lubricate properly. Seeking to prolong oil life by eliminating "blowby," Ramsey Corporation looked for a better way to seal piston rings and used NASA technology as a departure point. The parent company TRW, under contract to NASA's Jet Propulsion Laboratory, had developed seals and bladders from a type of material called elastomers which where designed to withstand the environmental extremes of interplanetary flight. That effort formed a knowledge base for research which culminated in Ramsey's RC-34 elastomer.

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NASA NTRS1978

Waterway Ice Thickness Measurements

The ship on the opposite page is a U. S. Steel Corporation tanker cruising through the ice-covered waters of the Great Lakes in the dead of winter. The ship's crew is able to navigate safely by plotting courses through open water or thin ice, a technique made possible by a multi-agency technology demonstration program in which NASA is a leading participant. Traditionally, the Great Lakes-St. Lawrence Seaway System is closed to shipping for more than three months of winter season because of ice blockage, particularly fluctuations in the thickness and location of ice cover due to storms, wind, currents and variable temperatures. Shippers have long sought a system of navigation that would allow year-round operation on the Lakes and produce enormous economic and fuel conservation benefits. Interrupted operations require that industrial firms stockpile materials to carry them through the impassable months, which is costly. Alternatively, they must haul cargos by more expensive overland transportation. Studies estimate the economic benefits of year-round Great Lakes shipping in the hundreds of millions of dollars annually and fuel consumption savings in the tens of millions of gallons. Under Project Icewarn, NASA, the U.S. Coast Guard and the National Oceanic Atmospheric Administration collaborated in development and demonstration of a system that permits safe year-round operations. It employs airborne radars, satellite communications relay and facsimile transmission to provide shippers and ships' masters up-to-date ice charts. Lewis Research Center contributed an accurate methods of measuring ice thickness by means of a special "short-pulse" type of radar. In a three-year demonstration program, Coast Guard aircraft equipped with Side-Looking Airborne Radar (SLAR) flew over the Great Lakes three or four times a week. The SLAR, which can penetrate clouds, provided large area readings of the type and distribution of ice cover. The information was supplemented by short-pulse radar measurements of ice thickness. The radar data was relayed by a NOAA satellite to a ground station where NOAA analyzed it and created picture maps, such as the one shown at lower left, showing where icebreakers can cut paths easily or where shipping can move through thin ice without the aid of icebreakers. The ice charts were then relayed directly to the wheelhouses of ships operating on the Lakes. Following up the success of the Great Lakes program, the icewarn team applied its system in another demonstration, this one a similarly successful application designed to aid Arctic coast shipping along the Alaskan North Slope. Further improvement of the ice-monitoring system is planned. Although aircraft-mounted radar is effective, satellites could provide more frequent data. After the launch this year of Seasat, an ocean-monitoring satellite, NASA will conduct tests to determine the ice-mapping capability and accuracy of satellite radar images.

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NASA NTRS2006

Intelligent Vision Systems Independent Research and Development (IR&D) 2006

This report summarizes results in conduct of research sponsored by the 2006 Independent Research and Development (IR&D) program at Marshall Space Flight Center (MSFC) at Redstone Arsenal, Alabama. The focus of this IR&D is neural network (NN) technology provided by Imagination Engines, Incorporated (IEI) of St. Louis, Missouri. The technology already has many commercial, military, and governmental applications, and a rapidly growing list of other potential spin-offs. The goal for this IR&D is implementation and demonstration of the technology for autonomous robotic operations, first in software and ultimately in one or more hardware realizations. Testing is targeted specifically to the MSFC Flat Floor, but may also include other robotic platforms at MSFC, as time and funds permit. For the purpose of this report, the NN technology will be referred to by IEI's designation for a subset configuration of its patented technology suite: Self-Training Autonomous Neural Network Object (STANNO).

Patrick, Clinton↗
NASA NTRS1977

Air Safety Spinoffs

Weight saving-even a matter of a few pounds-is an important consideration in airplane design and . construction. Boeing saved 200 pounds simply by substituting a new type of compressed gas cylinder on their 747 commercial airliners. For quickly evacuating passengers in the event of a ground emergency the 747 escape chutes allow ' passengers to slide to safety from the two-story height of the cabin deck. The chutes pop out of exitways and are automatically inflated in seconds by compressed air stored in pressure vessels. Boeing's weight saving resulted from a recent changeover to a new type of pressure vessel built by Structural Composites Industries Inc. of Azusa, Cal. The company employs technology originally developed for rocket motor casings; the cylinders are constructed by winding fibers around an aluminum liner. This technique offers high strength for very low weight-in this case 60 percent less than the pressure vessels earlier used on the 747. Another contribution to improved air safety is an underwater locator device. Called the "Pinger," it uses sonar techniques to locate aircraft crashed in water-or, more specifically, to recover the flight recorder aboard the airplane. Its recovery provides clues as to what caused the accident and suggests measures to prevent similar future occurrences. Until recently, there was no way to recover flight recorders aboard aircraft lost in water crashes. The Pinger, now serving 95 percent of the airline industry, provides an answer. Key element of the Pinger system is a small, battery-powered transmitter, or homing beacon, included as part of the recorder package. For as long as 30 days, the transmitter sends out an acoustic signal from water depths up to 20,000 feet. The other element of the system is a receiver, used by search crews to home in on the transmitter's signal. Originating as a U.S. Navy project, this device was refined and further developed by NASA's Langley Research Center to retrieve submerged nose cones from research rockets. NASA's contractor for the transmitter portion of the system was Dukane Corp., St. Charles, Ill. who subsequently developed the commercial version.

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NASA NTRS2007

Integration and Testing Challenges of Small Satellite Missions: Experiences from the Space Technology 5 Project

The Space Technology 5(ST5) payload was successfully carried into orbit on an OSC Pegasus XL launch vehicle, which was carried aloft and dropped from the OSC Lockheed L-1011 from Vandenberg Air Force Base March 22,2006, at 9:03 am Eastern time, 6:03 am Pacific time. In order to reach the completion of the development and successful launch of ST 5, the systems integration and test(I&T) team determined that a different approach was required to meet the project requirements rather than the standard I&T approach used for single, room-sized satellites. The ST5 payload, part of NASA's New Millennium Program headquartered at JPL, consisted of three micro satellites (approximately 30 kg each) and the Pegasus Support Structure (PSS), the system that connected the spacecrafts to the launch vehicle and deployed the spacecrafts into orbit from the Pegasus XL launch vehicle. ST5 was a technology demonstration payload, intended to test six (6) new technologies for potential use for future space flights along with demonstrating the ability of small satellites to perform quality science. The main technology was a science grade magnetometer designed to take measurements of the earth's magnetic field. The three spacecraft were designed, integrated, and tested at NASA Goddard Space Flight Center with integration and environmental testing occurring in the Bldg. 7-1 0-15-29. The three spacecraft were integrated and tested by the same I&T team. The I&T Manager determined that there was insufficient time in the schedule to perform the three I&T spacecraft activities in series used standard approaches. The solution was for spacecraft #1 to undergo integration and test first, followed by spacecraft #2 and #3 simultaneously. This simultaneous integration was successful for several reasons. Each spacecraft had a Lead Test Conductor who planned and coordinated their spacecraft through its integration and test activities. One team of engineers and technicians executed the integration of all three spacecraft, learning and gaining knowledge and efficiency as spacecraft #1 integration and testing progressed. They became acutely familiar with the hardware, operation and processes for I&T, thus each team member had the experience and knowledge to safely execute I&T for spacecraft #2 and #3 together. The integration team was very versatile and each member could perform many different activities or work any spacecraft, when needed. Daily meetings between the three Lead TCs and technician team allowed the team to plan and implement activities efficiently. The three (3) spacecraft and PSS were successfully integrated and tested, shipped to the launch site, and ready for launch per the I&T schedule that was planned three years previously.

Sauerwein, Timothy A.↗
NASA NTRS2006

WISE-2005 Protective Effect of Exercise within LBNP Countermeasure Detected by Heart Rate Response to Low Levels of LBNP

Sixteen women were studied before, during and after a 60 day, continu ous 6" head-down bed-rest (HDBR). Subjects were randomly assigned to two groups: Control (no countermeasures) and Exercise+LBNP (supine ru nning within an LBNP chamber for 40-min followed by 10-min passive L BNP for 3-4 days/week, plus flywheel resistive training of the legs e very third day). Cardiovascular responses were observed before bed re st, on day 50 of HDBR and R+8 after bed rest. Subjects were supine in the LBNP device with suction applied at 0, -10, -20 and -30 mmHg LBN P for 2-min per stage. In the pre-bed rest testing, there was no diff erence in HR between the groups at rest or at -30 mmHg. On HDBR day 50, HR was elevated at supine rest for the Con not the Ex group, whil e at -30 mmHg HR was elevated above pre-HDBR for both groups, but the magnitude of increase from Pre- to HDBR day 50 was less for the Ex g roup than for the Con group. The change in HR on HDBR day 50 is an im portant indicator as it was less than 24-hours after the Exercise+LBN P countermeasure on day 49. After bed rest, no specific countermeasu res were provided in the first week, so HR responses on day R+8 refle cted the effects of bed rest with or without countermeasure plus any recovery from simply returning to the upright posture. Relative to th e Pre-bed rest responses, HR on day R+8 had recovered in the Ex group but was still elevated in the Con group. These results indicate that the cardiovascular response to LBNP is preserved to a greater degre e during bed rest by the countermeasures, and further that the cardio vascular response returned to pre-bed rest much more rapidly in the E xercise+LBNP group than hi the group that received no cardiovascular countermeasures.

Hughson, R. L.↗
NASA NTRS2007

InGaAsP Avalanche Photodetectors for Non-Gated 1.06 micrometer Photon-Counting Receivers

The efficient detection of single photons at 1.06 micron is of considerable interest for lidar/ladar systems designed for remote sensing an d ranging as well as for free-space optical transmission in photon-st arved applications. However, silicon-based single photon avalanche diodes (SPADs) used at shorter wavelengths have very low single photon d etection efficiency (approximately 1 - 2%) at 1.06 micron, and InP/In GaAs SPADs designed for telecommunications wavelengths near 1.5 micro n exhibit high dark count rates that generally inhibit non-gated (free-running) operation. To bridge this "single photon detection gap" for wavelengths just beyond 1 micron, we have developed high performance , large area (80 - 200 micron diameter) InP-based InGaAsP quaternary absorber SPADs optimized for operation at 1.06 micron and based on a highly reliable planar geometry avalanche photodiode structure. We wil l show that dark count rates are sufficiently low to allow for non-ga ted operation while achieving detection efficiencies far surpassing t hose found for Si SPADs. At a detection efficiency of 10%, 80 micron diameter devices exhibit dark count rates below 1000 Hz and count rate s of at least 3 MHz when operated at -40 C. Significantly higher dete ction efficiencies (30 - 50%) are achievable with acceptable tradeoff s in dark count rate. In this paper, we will also discuss performance modeling for these devices and compare their behavior with longer wav elength InP-based InGaAs ternary absorber SPADs fabricated on a relat ed device design platform.

Itzler, Mark A.↗
NASA NTRS2007

Updated Heliostorm Warning Mission: Enhancements Based on New Technology

The Heliostorm (also referred to as Geostorm) mission has been regarded as the best choice for the first application of solar sail technology. The objective of Heliostorm is to obtain data from an orbit station slightly displaced from the ecliptic at or nearer to the Sun than 0.98 AU, which places it twice as dose to the sun as Earth's natural L1 point at 0.993 AU. The maintenance of such an orbit location would require prohibitive amounts of propellants using chemical or electric propulsion systems; however, a solar sailcraft is ideally suited for this purpose because it relies solely on the propulsive force from photons for orbit maintenance. Heliostorm has been the subject of several mission studies over the past decade, with the most complete study conducted in 1999 in conjunction with a proposed New Millennium Program (NMP) Space Technology 5 (ST-5) flight opportunity. Recently, over a two and one-half year period dating from 2003 through 2005, NASA's In-Space Propulsion Technology Program (ISTP) matured solar sail technology from laboratory components to full systems, demonstrated in as relevant a space environment as could feasibly be simulated on the ground. Work under this program has yielded promising results for enhanced Heliostorm mission performance. This enhanced performance is achievable principally through reductions in the sail areal density. These reductions are realized through the use of lower linear mass density booms, a thinner sail membrane, and increased sail area. Advancements in sailcraft vehicle system design also offer potential mass reductions and hence improved performance. This paper will present the preliminary results of an updated Heliostorm mission design study including the enhancements incorporated during the design, development, analysis and testing of the system ground demonstrator.

Young, Roy M.↗
NASA NTRS2007

Updated Heliostorm Warning Mission: Enhancements Based on New Technology

The Heliostorm (also referred to as Geostorm) mission has been regarded as the best choice for the first application of solar sail technology. The objective of Heliostorm is to obtain data from an orbit station slightly displaced from the ecliptic at or nearer to the Sun than 0.98 AU, which places it twice as close to the sun as Earth's natural L1 point at 0.993 AU. The maintenance of such an orbit location would require prohibitive amounts of propellants using chemical or electric propulsion systems; however, a solar sailcraft is ideally suited for this purpose because it relies solely on the propulsive force from photons for orbit maintenance. Heliostorm has been the subject of several mission studies over the past decade, with the most complete study conducted in 1999 in conjunction with a proposed New Millennium Program (NMP) Space Technology 5 (ST-5) flight opportunity. Recently, over a two and one-half year period dating from 2003 through 2005, NASA's In-Space Propulsion Technology Program (ISTP) matured solar sail technology from laboratory components to full systems, demonstrated in as relevant a space environment as could feasibly be simulated on the ground. Work under this program has yielded promising results for enhanced Heliostorm mission performance. This enhanced performance is achievable principally through reductions in the sail areal density. These reductions are realized through the use of lower linear mass density booms, a thinner sail membrane, and increased sail area. Advancements in sailcraft vehicle system design also offer potential mass reductions and hence improved performance. This paper will present the preliminary results of an updated Heliostorm mission design study including the enhancements incorporated during the design, development, analysis and testing of the system ground demonstrator.

Young, Roy M.↗
NASA NTRS2007

Impact of Ring Current Ions on Electromagnetic Ion Cyclotron Wave Dispersion Relation

Effect of the ring current ions in the real part of electromagnetic ion Cyclotron wave dispersion relation is studied on global scale. Recent Cluster observations by Engebretson et al. showed that although the temperature anisotropy of is energetic (> 10 keV) ring current protons was high during the entire 22 November 2003 perigee pass, electromagnetic ion cyclotron waves were observed only in conjunction with intensification of the ion fluxes below 1 keV by over an order of magnitude. To study the effect of the ring current ions on the wave dispersive properties and the corresponding global wave redistribution, we use a self-consistent model of interacting ring current and electromagnetic ion cyclotron waves, and simulate the May 1998 storm. The main findings of our simulation can be summarized as follows: First, the plasma density enhancement in the night MLT sector during the main and recovery storm phases is mostly caused by injection of suprathermal plasma sheet H + (approximately < 1 keV), which dominate the thermal plasma density. Second, during the recovery storm phases, the ring current modification of the wave dispersion relation leads to a qualitative change of the wave patterns in the postmidnight-dawn sector for L > 4.75. This "new" wave activity is well organized by outward edges of dense suprathermal ring current spots, and the waves are not observed if the ring current ions are not included in the real part of dispersion relation. Third, the most intense wave-induced ring current precipitation is located in the night MLT sector and caused by modification of the wave dispersion relation. The strongest precipitating fluxes of about 8 X 10(exp 6)/ (cm(exp 2) - s X st) are found near L=5.75, MLT=2 during the early recovery phase on 4 May. Finally, the nightside precipitation is more intense than the dayside fluxes, even if there are less intense waves, because the convection field moves ring current ions into the loss cone on the nightside, but drives them out of the loss cone on the dayside. So convection and wave scattering reinforce each other in the nightside, but interfere in the dayside sector.

Khazanov, G. V.↗
NASA NTRS2007

Integration and Testing Challenges of Small, Multiple Satellite Missions: Experiences from the Space Technology 5 Project

The ST5 payload, part of NASA s New Millennium Program headquartered at JPL, consisted of three micro satellites (approx. 30 kg each) deployed into orbit from the Pegasus XL launch. ST5 was a technology demonstration mission, intended to test new technologies for potential use for future missions. In order to meet the launch date schedule of ST 5, a different approach was required rather than the standard I&T approach used for single, room-sized satellites. The I&T phase was planned for spacecraft #1 to undergo integration and test first, followed by spacecraft #2 and #3 in tandem. A team of engineers and technicians planned and executed the integration of all three spacecraft emphasizing versatility and commonality. They increased their knowledge and efficiency through spacecraft #1 integration and testing and utilized their experience and knowledge to safely execute I&T for spacecraft #2 and #3. Each integration team member could perform many different roles and functions and thus better support activities on any of the three spacecraft. The I&T campaign was completed with STS s successful launch on March 22,2006

Sauerwein, Timothy A.↗
NASA NTRS2007

Useful Sensor Web Capabilities to Enable Progressive Mission Autonomy

This viewgraph presentation reviews using the Sensor Web capabilities as an enabling technology to allow for progressive autonomy of NASA space missions. The presentation reviews technical challenges for future missions, and some of the capabilities that exist to meet those challenges. To establish the ability of the technology to meet the challenges, experiments were conducted on three missions: Earth Observing 1 (EO-1), Cosmic Hot Interstellar Plasma Spectrometer (CHIPS) and Space Technology 5 (ST-5). These experiments are reviewed.

Mandl, Dan↗
NASA NTRS2007

Cooling Technology for Large Space Telescopes

NASA's New Millennium Program funded an effort to develop a system cooling technology, which is applicable to all future infrared, sub-millimeter and millimeter cryogenic space telescopes. In particular, this technology is necessary for the proposed large space telescope Single Aperture Far-Infrared Telescope (SAFIR) mission. This technology will also enhance the performance and lower the risk and cost for other cryogenic missions. The new paradigm for cooling to low temperatures will involve passive cooling using lightweight deployable membranes that serve both as sunshields and V-groove radiators, in combination with active cooling using mechanical coolers operating down to 4 K. The Cooling Technology for Large Space Telescopes (LST) mission planned to develop and demonstrate a multi-layered sunshield, which is actively cooled by a multi-stage mechanical cryocooler, and further the models and analyses critical to scaling to future missions. The outer four layers of the sunshield cool passively by radiation, while the innermost layer is actively cooled to enable the sunshield to decrease the incident solar irradiance by a factor of more than one million. The cryocooler cools the inner layer of the sunshield to 20 K, and provides cooling to 6 K at a telescope mounting plate. The technology readiness level (TRL) of 7 will be achieved by the active cooling technology following the technology validation flight in Low Earth Orbit. In accordance with the New Millennium charter, tests and modeling are tightly integrated to advance the technology and the flight design for "ST-class" missions. Commercial off-the-shelf engineering analysis products are used to develop validated modeling capabilities to allow the techniques and results from LST to apply to a wide variety of future missions. The LST mission plans to "rewrite the book" on cryo-thermal testing and modeling techniques, and validate modeling techniques to scale to future space telescopes such as SAFIR.

DiPirro, Michael↗
NASA NTRS2007

JPL Power Systems for Current Planned Missions

The viewgraph presentation includes fact sheets, instrument lists, and mission parameters for 13 future missions. Those missions include Moon Mineralogy Mapping (MMM), Space Interferometry Mission (SIM), New Millennium--Space Technology-8 (ST-8), Ocean Salinity Mapping Orbiter (Aquarius), Ocean Surface Topology Mission (OSTM), Asteroid Rendezvous Mission-SEP (Dawn), Mars Scout Lander Mission (Phoenix), Solar Powered Jupiter Orbiter (Juno), Earth orbiting carbon observatory (OCO), planet finder observatory (Kepler), far infrared/sub-millimeter telescope (Hershel), Wide-field Infrared Survey Explorer (WISE), and Mars Science Laboratory-Rover (MSL). The presentation also contains a table of current missions and instruments.

Phoenix↗
NASA NTRS2006

Dust That's Worth Keeping

Images taken of interstellar space often display a colorful canvas of portions of the electromagnetic spectrum. Dispersed throughout the images are interstellar clouds of dust and gas--remnants ejected from stars and supernovae over billions and billions of years. For more than 40 years, astronomers have observed that interstellar dust exhibits a consistent effect at a spectral wavelength of 2,175 angstroms, the equivalent of 5.7 electronvolts in energy on the electromagnetic spectrum. At this wavelength, light from stars is absorbed by dust in the interstellar medium, blocking the stars light from reaching Earth. The 2,175-angstrom feature, which looks like a bump on spectra, is the strongest ultraviolet-visible light spectral signature of interstellar dust and is visible along nearly every observational line of sight. Scientists have sought to solve the mystery of what causes the 2,175-angstrom feature by reproducing the effect in the laboratory. They speculated a number of possibilities, including fullerenes (buckyballs), nanodiamonds, and even interstellar organisms. However, none of these materials fits the data for the unique spectral feature. Limitations in the energy and spatial resolution achievable with electron microscopes and ion microprobes--the two main instruments used to study samples of dust--have also prevented scientists from finding the answer. A collaborative effort led by Livermore physicist John Bradley and funded by the National Aeronautics and Space Administration (NASA) has used a new-generation transmission electron microscope (TEM) and nanoscale ion microprobe to unlock the mystery. The Livermore group includes physicists Zu Rong Dai, Ian Hutcheon, Peter Weber, and Sasa Bajt and postdoctoral researchers Hope Ishii, Giles Graham, and Julie Smith. They collaborated with the University of California at Davis (UCD), Lawrence Berkeley National Laboratory, Washington University's Laboratory for Space Sciences in St. Louis, and NASA's Ames Research Center for their discovery. The team analyzed micrometer-size interplanetary dust particles (IDPs), each about one-tenth the diameter of a human hair. Within the particles, they found carriers of the 2,175-angstrom feature: organic carbon mixed with amorphous silicates (glass with embedded metals and sulfides, GEMS), two of the most common materials in interstellar space. Ishii says, 'Organic carbon and amorphous silicates are abundant in interstellar dust clouds, and abundant carriers are needed to account for the frequent astronomical observation of the 2,175-angstrom feature. It makes sense that this ubiquitous feature would come from common materials in interstellar space'. The group's results increase scientific understanding of the starting materials for the formation of the Sun, solar system, and life on Earth.

Interstellar matter↗
NASA NTRS2008

Prospects for Chronological Studies of Martian Rocks and Soils

Chronological information about Martian processes comes from two sources: Crater-frequency studies and laboratory studies of Martian meteorites. Each has limitations that could be overcome by studies of returned Martian rocks and soils. Chronology of Martian volcanism: The currently accepted chronology of Martian volcanic surfaces relies on crater counts for different Martian stratigraphic units [1]. However, there is a large inherent uncertainty for intermediate ages near ~2 Ga ago. The effect of differing preferences for Martian cratering chronologies [1] is shown in Fig. 1. Stoeffler and Ryder [2] summarized lunar chronology, upon which Martian cratering chronology is based. Fig. 2 shows a curve fit to their data, and compares to it a corresponding lunar curve from [3]. The radiometric ages of some lunar and Martian meteorites as well as the crater-count delimiters for Martian epochs [4] also are shown for comparison to the craterfrequency curves. Scaling the Stoeffler-Ryder curve by a Mars/Moon factor of 1.55 [5] places Martian shergottite ages into the Early Amazonian to late Hesperian epochs, whereas using the lunar curve of [3] and a Mars/Moon factor ~1 consigns the shergottites to the Middle-to-Late Amazonian, a less probable result. The problem is worsened if a continually decreasing cratering rate since 3 Ga ago is accepted [6]. We prefer the adjusted St ffler-Ryder curve because it gives better agreement with the meteorite ages (Fig.

Nyquist, L. E.↗
NASA NTRS2007

Proximity Navigation of Highly Constrained Spacecraft

Bandit is a 3-kg automated spacecraft in development at Washington University in St. Louis. Bandit's primary mission is to demonstrate proximity navigation, including docking, around a 25-kg student-built host spacecraft. However, because of extreme constraints in mass, power and volume, traditional sensing and actuation methods are not available. In particular, Bandit carries only 8 fixed-magnitude cold-gas thrusters to control its 6 DOF motion. Bandit lacks true inertial sensing, and the ability to sense position relative to the host has error bounds that approach the size of the Bandit itself. Some of the navigation problems are addressed through an extremely robust, error-tolerant soft dock. In addition, we have identified a control methodology that performs well in this constrained environment: behavior-based velocity potential functions, which use a minimum-seeking method similar to Lyapunov functions. We have also adapted the discrete Kalman filter for use on Bandit for position estimation and have developed a similar measurement vs. propagation weighting algorithm for attitude estimation. This paper provides an overview of Bandit and describes the control and estimation approach. Results using our 6DOF flight simulator are provided, demonstrating that these methods show promise for flight use.

Scarritt, S.↗
NASA NTRS2008

Arctic Sea Ice Variability and Trends, 1979-2006

Analysis of Arctic sea ice extents derived from satellite passive-microwave data for the 28 years, 1979-2006 yields an overall negative trend of -45,100 +/- 4,600 km2/yr (-3.7 +/- 0.4%/decade) in the yearly averages, with negative ice-extent trends also occurring for each of the four seasons and each of the 12 months. For the yearly averages the largest decreases occur in the Kara and Barents Seas and the Arctic Ocean, with linear least squares slopes of -10,600 +/- 2,800 km2/yr (-7.4 +/- 2.0%/decade) and -10,100 +/- 2,200 km2/yr (-1.5 +/- 0.3%/decade), respectively, followed by Baffin Bay/Labrador Sea, with a slope of -8,000 +/- 2,000 km2/yr) -9.0 +/- 2.3%/decade), the Greenland Sea, with a slope of -7,000 +/- 1,400 km2/yr (-9.3 +/- 1.9%/decade), and Hudson Bay, with a slope of -4,500 +/- 900 km2/yr (-5.3 +/- 1.1%/decade). These are all statistically significant decreases at a 99% confidence level. The Seas of Okhotsk and Japan also have a statistically significant ice decrease, although at a 95% confidence level, and the three remaining regions, the Bering Sea, Canadian Archipelago, and Gulf of St. Lawrence, have negative slopes that are not statistically significant. The 28-year trends in ice areas for the Northern Hemisphere total are also statistically significant and negative in each season, each month, and for the yearly averages.

Parkinson, Claire L.↗