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Pathfinder Starts Its Journe
…
If you're heading through Am
…
3/4/09
| Description |
If you're heading through America's Sunbelt this week, you might look out your car window to see driving alongside you a nearly 45-foot-long (13.7 m) rocket assembly. In the background are large, white vacuum spheres in support of the hypersonic wind tunnel complex. The launch abort system pathfinder hit the road on Tuesday, March 3, 2009, from NASA's Langley Research Center in Hampton, Va., and is on its way to White Sands Missile Range in New Mexico. The pathfinder will support the first flight test of the abort system, called Pad Abort 1. A full-scale mock-up of the launch abort system (LAS) for NASA's Orion crew exploration vehicle began a week-long journey today across the country to be delivered to White Sands Missile Range in New Mexico, where it will help NASA prepare for the first abort system test, known as Pad Abort 1. The mock-up, also known as the LAS pathfinder, left NASA's Langley Research Center in Hampton, Va., today and hit the road on a large flatbed trailer. Engineers and technicians at Langley designed and fabricated the hardware, which represents the size, outer shape and specific mass characteristics of Orion's abort system. Image Credit: NASA/Sean Smith |
| Date |
3/4/09 |
|
Proteus UAV collision-avoida
…
Proteus UAV collision-avoida
…
Proteus UAV collision-avoida
…
Proteus aircraft low-level f
…
| Photo Description |
Proteus aircraft low-level flyby at Las Cruces Airport. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
March 15, 2002 |
|
Proteus DSA control room in
…
| Photo Description |
Proteus DSA control room in Mojave, CA (L to R) Jean-Pierre Soucy, Amphitech International Software engineer Craig Bomben, NASA Dryden Test Pilot Pete Siebold, (with headset, at computer controls) Scaled Composites pilot Bob Roehm, New Mexico State University (NMSU) UAV Technical Analysis Application Center (TAAC) Chuck Coleman, Scaled Composites Pilot Kari Sortland, NMSU TAAC Russell Wolfe, Modern Technology Solutions, Inc. Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
April 3, 2003 |
|
Amphitech Radar on Proteus
| Photo Description |
An Amphitech OASys Ka-band radar was the primary sensor installed on Scaled Composites' Proteus for the second phase of NASA-sponsored unmanned aerial vehicle Detect, See and Avoid flight tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
April 1, 2003 |
|
Proteus front view in flight
| Photo Description |
Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
March 27, 2003 |
|
Compton Gamma-Ray Observator
…
| Name of Image |
Compton Gamma-Ray Observatory |
| Date of Image |
1991-04-01 |
| Full Description |
This photograph shows the Compton Gamma-Ray Observatory (GRO) being deployed by the Remote Manipulator System (RMS) arm aboard the Space Shuttle Atlantis during the STS-37 mission in April 1991. The GRO reentered Earth atmosphere and ended its successful mission in June 2000. For nearly 9 years, the GRO Burst and Transient Source Experiment (BATSE), designed and built by the Marshall Space Flight Center (MSFC), kept an unblinking watch on the universe to alert scientists to the invisible, mysterious gamma-ray bursts that had puzzled them for decades. By studying gamma-rays from objects like black holes, pulsars, quasars, neutron stars, and other exotic objects, scientists could discover clues to the birth, evolution, and death of stars, galaxies, and the universe. The gamma-ray instrument was one of four major science instruments aboard the Compton. It consisted of eight detectors, or modules, located at each corner of the rectangular satellite to simultaneously scan the entire universe for bursts of gamma-rays ranging in duration from fractions of a second to minutes. In January 1999, the instrument, via the Internet, cued a computer-controlled telescope at Las Alamos National Laboratory in Los Alamos, New Mexico, within 20 seconds of registering a burst. With this capability, the gamma-ray experiment came to serve as a gamma-ray burst alert for the Hubble Space Telescope, the Chandra X-Ray Observatory, and major gound-based observatories around the world. Thirty-seven universities, observatories, and NASA centers in 19 states, and 11 more institutions in Europe and Russia, participated in the BATSE science program. |
|
Compton Gamma-Ray Observator
…
| Name of Image |
Compton Gamma-Ray Observatory |
| Date of Image |
1991-04-01 |
| Full Description |
This photograph shows the Compton Gamma-Ray Observatory being released from the Remote Manipulator System (RMS) arm aboard the Space Shuttle Atlantis during the STS-35 mission in April 1991. The GRO reentered the Earth's atmosphere and ended its successful mission in June 2000. For nearly 9 years, GRO's Burst and Transient Source Experiment (BATSE), designed and built by the Marshall Space Flight Center, kept an unblinking watch on the universe to alert scientist to the invisible, mysterious gamma-ray bursts that had puzzled them for decades. By studying gamma-rays from objects like black holes, pulsars, quasars, neutron stars, and other exotic objects, scientists could discover clues to the birth, evolution, and death of star, galaxies, and the universe. The gamma-ray instrument was one of four major science instruments aboard the Compton. It consisted of eight detectors, or modules, located at each corner of the rectangular satellite to simultaneously scan the entire universe for bursts of gamma-rays ranging in duration from fractions of a second to minutes. In January 1999, the instrument, via the Internet, cued a computer-controlled telescope at Las Alamos National Laboratory in Los Alamos, New Mexico, within 20 seconds of registering a burst. With this capability, the gamma-ray experiment came to serve as a gamma-ray burst alert for the Hubble Space Telescope, the Chandra X-Ray Observatory, and major gound-based observatories around the world. Thirty-seven universities, observatories, and NASA centers in 19 states, and 11 more institutions in Europe and Russia, participated in BATSE's science program. |
|
Mexico, New Mexico and Texas
…
| Title |
Mexico, New Mexico and Texas as seen from the Apollo 6 unmanned spacecraft |
| Description |
Mexico, New Mexico and Texas are photographed from the Apollo 6 (Spacecraft 020/Saturn 502) unmanned space mission during its 2nd orbit of the Earth. Seen in this photograph are Deming, Palomas, Las Cruces, El Paso, Florida Mountains, East and West Portrillo Mountains, San Andres Mountains, Franklin Mountains, and Juarez Mountains and the Rio Grande River. |
| Date |
04.06.1968 |
|
Proteus aircraft low-level f
…
| Title |
Proteus aircraft low-level flyby at Las Cruces Airport. |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.15.2002 |
|
Proteus aircraft over Las Cr
…
| Title |
Proteus aircraft over Las Cruces International Airport in New Mexico. |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.15.2002 |
|
Proteus at Sunset
| Title |
Proteus at Sunset |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.13.2002 |
|
Proteus in flight over mount
…
| Title |
Proteus in flight over mountains near Las Cruces, New Mexico. |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.15.2002 |
|
Scaled Composites' Doug Shan
…
| Title |
Scaled Composites' Doug Shane examines the screen of his ground control station during tests in New |
| Description |
Scaled Composites' Doug Shane examines the screen of his ground control station during tests in New Mexico. Shane used this configuration as the ground control station to remotely pilot the Proteus aircraft during a NASA sponsored series of test flights. The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.13.2002 |
|
Scaled Composites' Proteus a
…
| Title |
Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center d |
| Description |
Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center during a low-level flyby at Las Cruces Airport in New Mexico. The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.14.2002 |
|
Scaled Composites' Proteus a
…
| Title |
Scaled Composites' Proteus and an F/A-18 Hornet from NASA's Dryden Flight Research Center are seen h |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.14.2002 |
|
The Proteus aircraft and NAS
…
| Title |
The Proteus aircraft and NASA Dryden's T-34 in flight over Las Cruces, New Mexico. |
| Description |
The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based "detect, see and avoid" equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft. |
| Date |
03.13.2002 |
|
Las Cruces, New Mexico: Imag
…
nasa, nasaimageofthedaygalle
…
The city of Las Cruces is lo
…
ISS011-E-08410
| mediatype |
IMAGE |
| mediatype |
image |
| date |
2005-06-09 |
| creator |
NASA -- Astronaut photograph eol.jsc.nasa.gov/scripts/sseop/photo.pl?mission=ISS011&roll=E&frame=8410 ISS011-E-8410 was acquired June 9, 2005, with a Kodak 760C digital camera with an 180 mm lens, and is provided by the ISS Crew Earth Observations experiment and the Image Science & Analysis Group, Johnson Space Center. The http://spaceflight.nasa.gov/home/index.html International Space Station Program supports the laboratory to help astronauts take pictures of Earth that will be of the greatest value to scientists and the public, and to make those images freely available on the Internet. Additional images taken by astronauts and cosmonauts can be viewed at the NASA/JSC http://eol.jsc.nasa.gov/ Gateway to Astronaut Photography of Earth. |
| identifier |
ISS011-E-08410 |
|
Orion Launch Abort System
constellationmediaarchive, n
…
The Orion Launch Abort Syste
…
501014main_Pathfinder
| mediatype |
IMAGE |
| mediatype |
image |
| date |
2010-11-18 |
| creator |
NASA |
| identifier |
501014main_Pathfinder |
|
Orion Launch Abort System Pa
…
constellationmediaarchive, n
…
The Orion Launch Abort Syste
…
501025main_Pathfinder_3
| mediatype |
IMAGE |
| mediatype |
image |
| date |
2010-11-18 |
| creator |
NASA |
| identifier |
501025main_Pathfinder_3 |
|
| General Description |
Exploration Imagery |
|
| General Description |
Exploration Imagery |
|
| General Description |
International Space Station Imagery |
|
| General Description |
STS-99 Shuttle Mission Imagery |
|
Mexico, New Mexico and Texas
…
| Title |
Mexico, New Mexico and Texas as seen from the Apollo 6 unmanned spacecraft |
| Description |
Mexico, New Mexico and Texas are photographed from the Apollo 6 (Spacecraft 020/Saturn 502) unmanned space mission during its 2nd orbit of the Earth. Seen in this photograph are Deming, Palomas, Las Cruces, El Paso, Florida Mountains, East and West Portrillo Mountains, San Andres Mountains, Franklin Mountains, and Juarez Mountains and the Rio Grande River. |
| Date Taken |
1968-04-06 |
|
TDRSS ground terminal locate
…
| Title |
TDRSS ground terminal located in Las Cruces, New Mexico |
| Description |
Tracking and Data Relay Satellite System (TDRSS) ground terminal located in the desert just south of Las Cruces, New Mexico. This ground terminal serves as the nerve center for TDRSS communications. The White Sands Ground Terminal (WSGT) has been in operation since 1983. An additional TDRSS ground station, to serve the growing needs of space communications in the 1990's, is under construction just three miles north of this existing terminal. The new $1.8 million terminal is expected to be completed in 1989 and be in operation in 1993. |
| Date Taken |
1988-08-31 |
|
|
