ALBERT

Description: A potential improvement on measuring atmospheric winds by using a coherent Doppler system has led to a need for detailed knowledge concerning the aerosol backscattering characteristics, especially at CO2 wavelengths. In order to meet this requirement, a plan of study has been developed to establish a global data base of atmospheric aerosol backscattering coefficients.

Description: Performance of the guidance, navigation, and control (GN&C) system used on the Aeroassist Flight Experiment (AFE) spacecraft has been studied with Monte Carlo techniques. The performance of the AFE GN&C is investigated with a 6-DOF numerical dynamic model which includes a Global Reference Atmospheric Model (GRAM) and a gravitational model with oblateness corrections. The study considers all the uncertainties due to the environment and the system itself. In the AFE's aeropass phase, perturbations on the system performance are caused by an error space which has over 20 dimensions of the correlated/uncorrelated error sources. The goal of this study is to determine, in a statistical sense, how much flight path angle error can be tolerated at entry interface (EI) and still have acceptable delta-V capability at exit to position the AFE spacecraft for recovery. Assuming there is fuel available to produce 380 ft/sec of delta-V at atmospheric exit, a 3-sigma standard deviation in flight path angle error of 0.04 degrees at EI would result in a 98-percent probability of mission success.

Description: Dynamic performance of the Aero-assist Flight Experiment (AFE) spacecraft was investigated using a high-fidelity 6-DOF simulation model. Baseline guidance logic, control logic, and a strapdown navigation system to be used on the AFE spacecraft are also modeled in the 6-DOF simulation. During the AFE mission, uncertainties in the environment and the spacecraft are described by an error space which includes both correlated and uncorrelated error sources. The principal error sources modeled in this study include navigation errors, initial state vector errors, atmospheric variations, aerodynamic uncertainties, center-of-gravity off-sets, and weight uncertainties. The impact of the perturbations on the spacecraft performance is investigated using Monte Carlo repetitive statistical techniques. During the Solid Rocket Motor (SRM) deorbit phase, a target flight path angle of -4.76 deg at entry interface (EI) offers very high probability of avoiding SRM casing skip-out from the atmosphere. Generally speaking, the baseline designs of the guidance, navigation, and control systems satisfy most of the science and mission requirements.

Description: General aviation aircraft and helicopters exposed to an icing environment can accumulate ice resulting in a sharp increase in drag and reduction of maximum lift causing hazardous flight conditions. NASA Lewis Research Center (LeRC) is conducting a program to examine, with the aid of high-speed computer facilities, how the trajectories of particles contribute to the ice accumulation on airfoils and engine inlets. This study, as part of the NASA/LeRC research program, develops a computer program for the calculation of icing particle trajectories and impingement limits relative to axisymmetric bodies in the leeward-windward symmetry plane. The methodology employed in the current particle trajectory calculation is to integrate the governing equations of particle motion in a flow field computed by the Douglas axisymmetric potential flow program. The three-degrees-of-freedom (horizontal, vertical, and pitch) motion of the particle is considered. The particle is assumed to be acted upon by aerodynamic lift and drag forces, gravitational forces, and for nonspherical particles, aerodynamic moments. The particle momentum equation is integrated to determine the particle trajectory. Derivation of the governing equations and the method of their solution are described in Section 2.0. General features, as well as input/output instructions for the particle trajectory computer program, are described in Section 3.0. The details of the computer program are described in Section 4.0. Examples of the calculation of particle trajectories demonstrating application of the trajectory program to given axisymmetric inlet test cases are presented in Section 5.0. For the examples presented, the particles are treated as spherical water droplets. In Section 6.0, limitations of the program relative to excessive computer time and recommendations in this regard are discussed.

Description: Analysis of turbulence measured across the airfoil of a Cambera B-57 aircraft is reported. The aircraft is instrumented with probes for measuring wind at both wing tips and at the nose. Statistical properties of the turbulence are reported. These consist of the standard deviations of turbulence measured by each individual probe, standard deviations and probability distribution of differences in turbulence measured between probes and auto- and two-point spatial correlations and spectra. Procedures associated with calculations of two-point spatial correlations and spectra utilizing data were addressed. Methods and correction procedures for assuring the accuracy of aircraft measured winds are also described. Results are found, in general, to agree with correlations existing in the literature. The velocity spatial differences fit a Gaussian/Bessel type probability distribution. The turbulence agrees with the von Karman turbulence correlation and with two-point spatial correlations developed from the von Karman correlation.

Description: Navigation requirements for Aeroassist Flight Experiment (AFE) spacecraft passing through the earth's atmosphere have been studied using a 6-DOF dynamics model, an Inertial Measurement Unit model, a baseline AFE aeropass flight guidance logic, and a baseline AFE aeropass control model. The goal of this study is to determine, in a statistical sense, how much flight path angle error can be tolerated at Entry Interface (EI) and still have acceptable delta-V requirements at exit to position the AFE spacecraft for recovery. Assuming there is fuel available to produce 370 ft/sec of delta-V at atmospheric exit, a 3-sigma standard deviation in flight path angle error of 0.04 degree at EI would result in a 98 percent probability of mission success. In addition to the required delta-V at exit, other aeropass parameters such as maximum aeroheating rate, fuel consumption, and the science requirements affecting mission success are also investigated.