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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

High Resolution Terrain Sensing Lidar for Precision Navigation and Safe Landing of Space and Aerial Vehicles

A 3-D imaging flash lidar sensor employing a resolution enhancement algorithm is being developed at NASA Langley Research Center for providing Terrain Relative Navigation and Hazard Avoidance capabilities onboard spacecraft landing on the Moon, Mars, and other planetary bodies. This lidar sensor, we refer to as Terrain Sensing Lidar (TSL), is a solution for future missions that require landing at pre-designated sites near high value resources or at areas of high scientific value, while avoiding hazardous terrain features, such as escarpments, craters, slopes, and rocks, or pre-deployed assets. TSL can also benefit terrestrial applications such as autonomous aerial vehicles without reliance on signals from Global Positioning System (GPS). The feasibility of the TSL concept has been shown through a series of drone, fixed-wing aircraft, and helicopter flight tests. A prototype version of the TSL has been recently assembled for conducting another set of flight tests to demonstrate its readiness for upcoming landing missions. This paper describes the TSL, provides its performance parameters, and explains its operational concepts for landing missions.

Precision Navigation↗
NASA NTRS2001

Exercise Thermoregulation Following 13 Days of Bed Rest

This investigation examined two potential mechanisms, altered skin blood flow (SBF) and sweating rate (SR) responses, that may be responsible for an elevated core temperature during exercise after bed rest (BR) and space flight. Seven healthy men (29 +/- 5 yr, 179.6 +/- 7.1 cm, 77.2 +/- 17.0kg; mean +/- SD) underwent 13 days of 6 deg head-down BR. Pre- and post-BR, subjects completed supine submaximal cycle ergometry (20 min at 40% and 20 min at 65% of pre-BR supine VO2pk) in a thermoneutral room (23.4 +/- 0.5 C, 56 +/- 8 %RH) during, heat production (VO2 ; indirect calorimetry), intestinal temperature (T(sub in) ; ingestible pill), SBF (laser Doppler velocimetry), local SR (dew point hygrometry), and total sweat loss (TSL; Delta body weight) were measured. Pre- and post- BR plasma volume (PV) was measured using I-125 dilution. After BR, T(sub in) was elevated at rest (36.99 +/- 0.14 vs. 37.30 +/- 0.06 C; p<_0.05) and at the end of exercise (37.57 +/- 0.13 vs. 37.90 +/- 0.09 C; P less than or equal to 0.05). However, the increase in T(sub in) from rest to the end of exercise was not different after BR (0.59 +/- 0.07 vs. 0.60 +/- 0.07 C). There was no difference in VO2 pre- to post-BR during rest (0.28 +/- 0.04 vs. 0.24 +/- 0.03 1 multiplied by min(exp -1) ) or 40% VO2pk (0.95 +/- 0.08 vs. 0.96 +/- 0.05 1 multiplied by min(exp -1)), but VO2 was significantly less at the end of the 65% VO2pk stage (1.53 +/- 0.09 vs. 1.42 +/- 0.11 1 multiplies by min(exp - 1); p less than or equal to 0.05). The percent change in SBF from rest to end of exercise was less after BR (211 +/- 53 vs. 96 +/- 31%; p less than or equal to 0.05), the threshold for the onset of SBF was greater (37.17 +/- 0.18vs. 37.51 +/- 0.17 C; p less than or equal to 0.05), and the slope of the response tended to be reduced (536 +/- 184 vs. 201 +/- 46 %A PC; p=0.08). TSL was not different after BR (0.42+0.06 vs. 0.44 +/- 0.08 kg), but the T in threshold at the onset of sweating was delayed significantly (37.06 +/- 0.1 1 vs. 37.34 +/- 0.06 C; p less than or equal to 0.05). However, the slope of SR was not changed after BR (3.45 +/- 1.22 vs. 2.58 +/- 0.71 mg multiplied by min(exp -1) multiplied by cm sq). PV was decreased by 11% after BR (3,259 +/- 177 vs. 2,894 +/- 138 ml; p less than or equal to 0.05). These results suggest that exercise SBF and SR responses after BR are altered, and heat production is unchanged or reduced, consistent with observations following space flight. The higher resting T(sub in) with a proportional increase in T(sub in) during exercise and delayed onset of SBF and SR suggest a centrally-mediated elevation in the thermoregulatory set point during microgravity exposure.

Lee, Stuart M. C.↗
NASA NTRS2011

The Observed Relationship Between Water Vapor and Ozone in the Tropical Tropopause Saturation Layer and the Influence of Meridional Transport

We examine balloonsonde observations of water vapor and ozone from three Ticosonde campaigns over San Jose, Costa Rica [10 N, 84 W] during northern summer and a fourth during northern winter. The data from the summer campaigns show that the uppermost portion of the tropical tropopause layer between 360 and 380 K, which we term the tropopause saturation layer or TSL, is characterized by water vapor mixing ratios from proximately 3 to 15 ppmv and ozone from approximately 50 ppbv to 250 ppbv. In contrast, the atmospheric water vapor tape recorder at 380 K and above displays a more restricted 4-7 ppmv range in water vapor mixing ratio. From this perspective, most of the parcels in the TSL fall into two classes - those that need only additional radiative heating to rise into the tape recorder and those requiring some combination of additional dehydration and mixing with drier air. A substantial fraction of the latter class have ozone mixing ratios greater than 150 ppbv, and with water vapor greater than 7 ppmv this air may well have been transported into the tropics from the middle latitudes in conjunction with high-amplitude equatorial waves. We examine this possibility with both trajectory analysis and transport diagnostics based on HIRDLS ozone data. We apply the same approach to study the winter season. Here a very different regime obtains as the ozone-water vapor scatter diagram of the sonde data shows the stratosphere and troposphere to be clearly demarcated with little evidence of mixing in of middle latitude air parcels.

Selkirk, Henry B.↗
NASA NTRS2022

Trajectory Specification Applied to Terminal Airspace

Despite major efforts to automate air traffic control (ATC), it is still performed by humans today. The complexity and safety-criticality of ATC makes it very difficult to safely automate, but it must be automated to increase airspace capacity (the density of traffic that can be safely managed) and airport throughput (the number of arrivals and departures that an airport can safely handle in a given period of time) beyond what is possible with human controllers. This paper presents the Trajectory Specification (TS) concept, which can help to safely automate ATC. TS is a method of specifying aircraft trajectories such that the position at any given time in flight is restricted to a precisely defined bounding space, removing all ambiguity as to where the flight is allowed to be. The bounding space or volume is determined by tolerances relative to a reference trajectory (position as a function of time). The tolerances are dynamic and are based on the aircraft navigation capabilities and the traffic situation. The tolerances can be a piecewise linear function of time or distance along the route, allowing the tolerances to vary as needed, typically increasing with time for departures and decreasing for arrivals. A Trajectory Specification Language (TSL) is proposed for communicating trajectories from aircraft to ATC as requests and from ATC to aircraft as assignments. The TS concept requires a new generation of airborne Flight Management Systems (FMS) that understand the TSL and can fly the assigned trajectories, but this paper focuses on the ATC functions and the prototype ATC algorithms and software that were developed to test the TS concept. Assuming conformance, TS can guarantee safe separation for an arbitrary length of time even in the event of an ATC system or communication outage. It can help to achieve the high level of safety and reliability needed for ATC automation, and it can also reduce the reliance on ATC backup systems for tactical conflict detection and resolution during normal operation. TS can be applied to any controlled airspace, including enroute, terminal, and urban airspace, but this paper presents algorithms and software for arrival spacing and conflict detection and resolution in the terminal airspace serving a major airport. In a fast-time simulation of a full day of traffic in a major terminal airspace, all conflicts were resolved in near real time, demonstrating the computational feasibility and the preliminary operational feasibility of the TS concept. This paper is a compilation of previous papers, and it adds significant information that was omitted from those papers due to length limitations. It also updates some of the results of those earlier papers due to algorithm refinements and corrections of minor software errors.

air traffic control, trajectory↗
NASA NTRS2023

A Common Trajectory Language for New Airspace Domains

Revolutionary new aviation services are currently in development, including small package delivery and short-range urban passenger transportation. These new services need a language to represent and deconflict trajectories, and a common language will simplify coordination between the new airspace domains as well as traditional airspace. A Trajectory Specification Language (TSL) was previously proposed for traditional air traffic, and it can also serve as a common language for the new aviation domains and services. The TSL specifies a reference trajectory in 4D space along with spatial tolerances that determine a bounding volume at any given time in flight. The tolerances are defined in terms of the route-oriented cross-track, along-track, and vertical axes, and they are allowed to vary with distance along the route. This bounding model can guarantee safe separation between flights as long as they are in conformance with their assigned trajectories. The advantages of this model over the previously proposed Operational Intent Volumes (OIVs) in terms of airspace usage efficiency are explained.

air traffic control, aircraft trajectory, language↗
NASA NTRS2018

Trajectory Specification Language for Air Traffic Control

Trajectory Specification is a method of specifying aircraft trajectories with tolerances such that the position at any instant in time is constrained to a precisely defined bounding space. The bounding space at any instant in time is defined by tolerances relative to a reference trajectory that specifies position as a function of time. The tolerances are dynamic and are based on the aircraft navigation capabilities and the traffic situation. This paper proposes a standard Trajectory Specification Language (TSL) based on the Extensible Markup Language (XML) to represent these specifications and to communicate them by datalink. The language can be used to downlink trajectory requests from air to ground and to uplink trajectory assignments from ground to air. The XML format can be converted to binary for operational use, if necessary, using Efficient XML Interchange (EXI) or Abstract Syntax Notation (ASN.1).

XM↗
NASA NTRS2019

Near-Saturation Conditions at the Tropical Tropopause: Results from Ticosonde

The TTL lies between the neutral buoyancy level (NBL) at ~350 K and the tropopause. Within the the TTL radiative heating drives ascent and air parcel supersaturation. Ticosonde measurements since 2005 show that the incidence ofsupersaturation in the TTL over Costa Rica is ~60%. This is due to diabatic ascent. The frequency is highest (68%) in summer, when convection is frequent. The TSL was defined by Selkirk et al. (2010) as the upper edge of the TTL. It isIn this layer that the final saturation of air parcels rising into the stratosphere occurs and thus the water vapor minima which define the so-called "writehead" of the Atmospheric Tape Recorder.

Selkirk, Henry↗
NASA NTRSDate not supplied

Development of a Combined Cohesive and Virtual Crack-Closure Technique Approach to Represent R-Curves

Resistance curve (R-curve) effects due to fiber bridging, crack migration, and other blunting mechanisms are common in composite laminates. These mechanisms can dramatically increase the resistance to crack propagation but can be challenging to simulate. Delamination with R-curves can be analyzed using cohesive zone modeling (CZM) or the virtual crack closure technique (VCCT). Large fracture process zones can be simulated with CZM, but they require highly refined meshes. Coarser meshes can be used with VCCT, but this method is only applicable to small fracture process zones with R-curves defined as functions of position. Therefore, a technique with the computational efficiency of VCCT and the natural ability of cohesive elements to represent large fracture process zones is desirable. An approach is proposed that starts as a CZM in which the cohesive traction separation law (TSL) is separated into high-strength (HS) and low-strength (LS) components. The HS part, which is responsible for the mesh requirements of the CZM analysis, is replaced by VCCT. The combined method is evaluated by analyzing the response of double cantilevered beam specimens. Two specimen layup configurations, [0/90/90/0] 3s and [0/90/90/0] 9s , are evaluated. The R-curve response from each configuration is determined and applied to the constitutive properties of models built with CZM and with VCCT. The results and computational efficiency of the CZM, VCCT, and combined approaches are compared. The results are indicative that a combined cohesive/VCCT approach can enable progressive failure analyses to retain the computational efficiency of VCCT with the ability of the cohesive elements to capture R-curve effects.

Virtual Crack-Closure Technique↗