Computer aiding for low-altitude helicopter flight

A computer-aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generated algorithm based on dynamic programming, and a head-up display (HUD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor symbol. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission waypoints that minimizes threat exposure by seeking valleys. The pilot evaluation was conducted at NASA Ames Research Center's Sim Lab facility in both the fixed-base Interchangeable Cab (ICAB) simulator and the moving-base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, and the U.S. Air Force. The pilots manually tracked the trajectory generated by the algorithm utilizing the HUD symbology. They were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world

Appraisal of digital terrain elevation data for low-altitude flight

The use of terrain elevation databases in advanced guidance and navigation systems has greatly expanded. However, the limitations and accuracies of these databases must be considered and established prior to safe system flight evaluation. A simple approach to quantify reasonable flight limits is presented and evaluated for a helicopter guidance system dependent on a terrain database. The flight test evaluated involved a helicopter equipped with a Global Positioning System (GPS) receiver and radar altimeter, and a ground station GPS receiver which provided improved helicopter positioning. The precision navigation and radar altimeter data was acquired while flying low-altitude missions in south-central Pennsylvania. The aircraft-determined terrain elevations were compared with the terrain predicted by the Defense Mapping Agency (DMA) Level 1 terrain elevation data for the same area. The results suggest a safe set clearance altitude of 220 ft for flight testing of a DMA-based guidance avionic in the same area

Flight evaluation of a computer aided low-altitude helicopter flight guidance system

The Flight Systems Development branch of the U.S. Army's Avionics Research and Development Activity (AVRADA) and NASA Ames Research Center developed for flight testing a Computer Aided Low-Altitude Helicopter Flight (CALAHF) guidance system. The system includes a trajectory-generation algorithm which uses dynamic programming and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and precision navigation information to determine a trajectory between mission waypoints that seeks valleys to minimize threat exposure. This system was developed and evaluated through extensive use of piloted simulation and has demonstrated a 'pilot centered' concept of automated and integrated navigation and terrain mission planning flight guidance. This system has shown a significant improvement in pilot situational awareness, and mission effectiveness as well as a decrease in training and proficiency time required for a near terrain, nighttime, adverse weather system

NASA-FAA helicopter Microwave Landing System curved path flight test

An ongoing series of joint NASA/FAA helicopter Microwave Landing System (MLS) flight tests was conducted at Ames Research Center. This paper deals with tests done from the spring through the fall of 1983. This flight test investigated and developed solutions to the problem of manually flying curved-path and steep glide slope approaches into the terminal area using the MLS and flight director guidance. An MLS-equipped Bell UH-1H helicopter flown by NASA test pilots was used to develop approaches and procedures for flying these approaches. The approaches took the form of Straight-in, U-turn, and S-turn flightpaths with glide slopes of 6 deg, 9 deg, and 12 deg. These procedures were evaluated by 18 pilots from various elements of the helicopter community, flying a total of 221 hooded instrument approaches. Flying these curved path and steep glide slopes was found to be operationally acceptable with flight director guidance using the MLS

The collective gyration of a heavy ion cloud in a magnetized plasma

In both the ionospheric barium injection experiments CRIT 1 and CRIT 2, a long duration oscillation was seen with a frequency close to the gyro frequency of barium and a time duration of about one second. A model for the phenomena which was proposed for the CRIT 1 experiment is compared to the results from CRIT 2 which made a much more complete set of measurements. The model follows the motion of a low Beta ion cloud through a larger ambient plasma. The internal field of the model is close to antiparallel to the injection direction v sub i but slightly tilted towards the self polarization direction E sub p = -V sub i by B. As the ions move across the magnetic field, the space charge is continuously neutralized by magnetic field aligned electron currents from the ambient ionosphere, drawn by the divergence in the perpendicular electric field. These currents give a perturbation of the magnetic field related to the electric field perturbation by Delta E/Delta B approximately equal to V sub A. The model predictions agree quite well with the observed vector directions, field strengths, and decay times of the electric and magnetic fields in CRIT 2. The possibility to extend the model to the active region, where the ions are produces in this type of self-ionizing injection experiments, is discussed

Does trait variation within broadly distributed species mirror patterns across species? A case study in Puerto Rico

Although populations are phenotypically diverse, the majority of trait‐based studies have focused on examining differences among species. The justification for this broadly applied approach is based on the assumption that differences among species are always greater than within species. This is likely true for local communities, but species are often broadly distributed across a wide range of environments and patterns of intraspecific variation might surpass differences among species. Therefore, an appropriate interpretation of the functional diversity requires an assessment of patterns of trait variation across different ecological scales. In this study, we examine and characterize patterns of leaf trait variation for species that are broadly distributed along an elevational gradient. We focus on seven leaf traits that represent a main axis of functional differentiation in plants reflecting the balance between photosynthetic efficiency, display, and stomatal conductance. We evaluated patterns of trait variance across ecological scales (elevation, species, populations, and individuals) and examined trait covariance at both within species and across species levels, along the elevation gradient. Our results show three key patterns: (1) intraspecific leaf trait variation for broadly distributed species is comparable to the interspecific trait variation, (2) the trait variance structure is highly variable across species, and (3) trait coordination between pairs of leaf traits is evident across species along the gradient, but not always within species. Combined, our results show that trait coordination and covariance are highly idiosyncratic across broadly distributed and co‐occurring species, indicating that species may achieve similar functional roles even when exhibiting different phenotypes. This result challenges the traditional paradigm of functional ecology that assumes single trait values as optimal solutions for environments. In conclusion, patterns of trait variation both across and within species should be considered in future studies that assess trade‐offs among traits over environmental gradients.Peer Reviewedhttps://deepblue.lib.umich.edu/bitstream/2027.42/150574/1/ecy2745-sup-0001-AppendixS1.pdfhttps://deepblue.lib.umich.edu/bitstream/2027.42/150574/2/ecy2745_am.pdfhttps://deepblue.lib.umich.edu/bitstream/2027.42/150574/3/ecy2745.pd

The Challenges of Field Testing the Traffic Management Advisor (TMA) in an Operational Air Traffic Control Facility

The Traffic Management Advisor (TMA), the sequence and schedule tool of the Center/TRACON Automation System (CTAS), was evaluated at the Fort Worth Center (ZFW) in the summer of 1996. This paper describes the challenges encountered during the various phases of the TMA field evaluation, which included system (hardware and software) installation, personnel training, and data collection. Operational procedures were developed and applied to the evaluation process that would ensure air safety. The five weeks of field evaluation imposed minimal impact on the hosting facility and provided valuable engineering and human factors data. The collection of data was very much an opportunistic affair, due to dynamic traffic conditions. One measure of the success of the TMA evaluation is that, rather than remove TMA after the evaluation until it could be fully implemented, the prototype TMA is in continual use at ZFW as the fully operational version is readied for implementation

Simulation evaluation of a low-altitude helicopter flight guidance system adapted for a helmet-mounted display

A computer aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generation algorithm based upon dynamic programming and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission way points that seeks valleys to minimize threat exposure. The pilot evaluation was conducted at NASA ARC moving base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, the Air Force, and the helicopter industry. The pilots manually tracked the trajectory generated by the algorithm utilizing the HMD symbology. The pilots were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world

Enhancing the Traffic Management Advisor's Schedule by Time Advance

A time advance algorithm associated with the scheduling functionalities of the Traffic Management Advisor (TMA) for arrival flights is presented and evaluated. The algorithm enhances TMA's meter fix schedule by advancing the flights' Scheduled Time of Arrival (STA) by an amount that minimizes their systemic operating cost. The systemic operating cost leverages the inherent trade-off of time and fuel efficiency resident in the cost index of modern flight management systems. The resulting STAs are achievable by speeding up the leading flights from their desired nominal speed profiles. A key advantage of this approach is that it reduces systemic delay to tight groupings of arriving aircraft as well as increases sustained throughput of the operation. A fast-time, Monte Carlo simulation that emulates TMA's scheduling functionalities is performed for arrival flights to the Phoenix Airport to quantify the benefit of the time advance algorithm. Results show consistent time saving benefits, ranging from 3 to 50 minutes for 112 flights with varying levels of traffic congestion

Mixing with the radiofrequency single-electron transistor

By configuring a radio-frequency single-electron transistor as a mixer, we demonstrate a unique implementation of this device, that achieves good charge sensitivity with large bandwidth about a tunable center frequency. In our implementation we achieve a measurement bandwidth of 16 MHz, with a tunable center frequency from 0 to 1.2 GHz, demonstrated with the transistor operating at 300 mK. Ultimately this device is limited in center frequency by the RC time of the transistor's center island, which for our device is ~ 1.6 GHz, close to the measured value. The measurement bandwidth is determined by the quality factor of the readout tank circuit.Comment: Submitted to APL september 200