Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “arrival time”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 523 records · Page 29
All sourcesNASA NTRSDOE OSTI
NASA NTRS2003

The Rondonia Lightning Detection Network: Network Description, Science Objectives, Data Processing Archival/Methodology, and Results

A four station Advanced Lightning Direction Finder (ALDF) network was established in the state of Rondonia in western Brazil in 1999 through a collaboration of U.S. and Brazilian participants from NASA, INPE, INMET, and various universities. The network utilizes ALDF IMPACT (Improved Accuracy from Combined Technology) sensors to provide cloud-to-ground lightning observations (i.e., stroke/flash locations, signal amplitude, and polarity) using both time-of- arrival and magnetic direction finding techniques. The observations are collected, processed and archived at a central site in Brasilia and at the NASA/Marshall Space Flight Center in Huntsville, Alabama. Initial, non-quality assured quick-look results are made available in near real-time over the Internet. The network, which is still operational, was deployed to provide ground truth data for the Lightning Imaging Sensor (LIS) on the Tropical Rainfall Measuring Mission (TRMM) satellite that was launched in November 1997. The measurements are also being used to investigate the relationship between the electrical, microphysical and kinematic properties of tropical convection. In addition, the long-time series observations produced by this network will help establish a regional lightning climatological database, supplementing other databases in Brazil that already exist or may soon be implemented. Analytic inversion algorithms developed at the NASA/Marshall Space Flight Center have been applied to the Rondonian ALDF lightning observations to obtain site error corrections and improved location retrievals. The data will also be corrected for the network detection efficiency. The processing methodology and the results from the analysis of four years of network operations will be presented.

Blakeslee, R. J.↗
NASA NTRS2012

An Overview of a Trajectory-Based Solution for En Route and Terminal Area Self-Spacing: Third Revision

This paper presents an overview of the third major revision to an algorithm specifically designed to support NASA's Airborne Precision Spacing concept. This algorithm is referred to as the Airborne Spacing for Terminal Arrival Routes version 11 (ASTAR11). This airborne self-spacing concept is trajectory-based, allowing for spacing operations prior to the aircraft being on a common path. Because this algorithm is trajectory-based, it also has the inherent ability to support required time-of-arrival (RTA) operations. This algorithm was also designed specifically to support a standalone, non-integrated implementation in the spacing aircraft.

Abbott, Terence S.↗
NASA NTRS2015

An Overview of a Trajectory-Based Solution for En Route and Terminal Area Self-Spacing: Fifth Edition

This paper presents an overview of the fifth revision to an algorithm specifically designed to support NASA's Airborne Precision Spacing concept. This algorithm is referred to as the Airborne Spacing for Terminal Arrival Routes version 12 (ASTAR12). This airborne self-spacing concept is trajectory-based, allowing for spacing operations prior to the aircraft being on a common path. Because this algorithm is trajectory-based, it also has the inherent ability to support required-time-of- arrival (RTA) operations. This algorithm was also designed specifically to support a standalone, non-integrated implementation in the spacing aircraft. This current revision to the algorithm includes a ground speed feedback term to compensate for slower than expected traffic aircraft speeds based on the accepted air traffic control tendency to slow aircraft below the nominal arrival speeds when they are farther from the airport.

Abbott, Terence S.↗
NASA NTRS1999

The Rondonia Lightning Detection Network: Network Description, Science Objectives, Data Processing/Archival Methodology, and First Results

A four station Advanced Lightning Direction Finder (ALDF) network was recently established in the state of Rondonia in western Brazil through a collaboration of U.S. and Brazilian participants from NASA, INPE, INMET, and various universities. The network utilizes ALDF IMPACT (Improved Accuracy from Combined Technology) sensors to provide cloud-to-ground lightning observations (i.e., stroke/flash locations, signal amplitude, and polarity) using both time-of-arrival and magnetic direction finding techniques. The observations are collected, processed and archived at a central site in Brasilia and at the NASA/Marshall Space Flight Center (MSFC) in Huntsville, Alabama. Initial, non-quality assured quick-look results are made available in near real-time over the internet. The network will remain deployed for several years to provide ground truth data for the Lightning Imaging Sensor (LIS) on the Tropical Rainfall Measurement Mission (TRMM) satellite which was launched in November 1997. The measurements will also be used to investigate the relationship between the electrical, microphysical and kinematic properties of tropical convection. In addition, the long-term observations from this network will contribute in establishing a regional lightning climatological data base, supplementing other data bases in Brazil that already exist or may soon be implemented. Analytic inversion algorithms developed at NASA/MSFC are now being applied to the Rondonian ALDF lightning observations to obtain site error corrections and improved location retrievals. The processing methodology and the initial results from an analysis of the first 6 months of network operations will be presented.

Blakelee, Richard↗
NASA NTRS1999

The Rondonia Lightning Detection Network: Network Description, Science Objectives, Data Processing/Archival Methodology, and First Results

A four station Advanced Lightning Direction Finder (ALDF) network was recently established in the state of Rondonia in western Brazil through a collaboration of U.S. and Brazilian participants from NASA, INPE, INMET, and various universities. The network utilizes ALDF IMPACT (Improved Accuracy from Combined Technology) sensors to provide cloud-to-ground lightning observations (i.e., stroke/flash locations, signal amplitude, and polarity) using both time-of-arrival and magnetic direction finding techniques. The observations are collected, processed and archived at a central site in Brasilia and at the NASA/ Marshall Space Flight Center (MSFC) in Huntsville, Alabama. Initial, non-quality assured quick-look results are made available in near real-time over the internet. The network will remain deployed for several years to provide ground truth data for the Lightning Imaging Sensor (LIS) on the Tropical Rainfall Measuring Mission (TRMM) satellite which was launched in November 1997. The measurements will also be used to investigate the relationship between the electrical, microphysical and kinematic properties of tropical convection. In addition, the long-term observations from this network will contribute in establishing a regional lightning climatological data base, supplementing other data bases in Brazil that already exist or may soon be implemented. Analytic inversion algorithms developed at NASA/Marshall Space Flight Center (MSFC) are now being applied to the Rondonian ALDF lightning observations to obtain site error corrections and improved location retrievals. The processing methodology and the initial results from an analysis of the first 6 months of network operations will be presented.

Blakeslee, Rich↗
NASA NTRS2003

Efficient Processing of Data for Locating Lightning Strikes

Two algorithms have been devised to increase the efficiency of processing of data in lightning detection and ranging (LDAR) systems so as to enable the accurate location of lightning strikes in real time. In LDAR, the location of a lightning strike is calculated by solving equations for the differences among the times of arrival (DTOAs) of the lightning signals at multiple antennas as functions of the locations of the antennas and the speed of light. The most difficult part of the problem is computing the DTOAs from digitized versions of the signals received by the various antennas. One way (a time-domain approach) to determine the DTOAs is to compute cross-correlations among variously differentially delayed replicas of the digitized signals and to select, as the DTOAs, those differential delays that yield the maximum correlations. Another way (a frequency-domain approach) to determine the DTOAs involves the computation of cross-correlations among Fourier transforms of variously differentially phased replicas of the digitized signals, along with utilization of the relationship among phase difference, time delay, and frequency.

Medelius, Pedro J.↗
NASA NTRS2013

Predicting Operator Execution Times Using CogTool

Researchers and developers of NextGen systems can use predictive human performance modeling tools as an initial approach to obtain skilled user performance times analytically, before system testing with users. This paper describes the CogTool models for a two pilot crew executing two different types of a datalink clearance acceptance tasks, and on two different simulation platforms. The CogTool time estimates for accepting and executing Required Time of Arrival and Interval Management clearances were compared to empirical data observed in video tapes and registered in simulation files. Results indicate no statistically significant difference between empirical data and the CogTool predictions. A population comparison test found no significant differences between the CogTool estimates and the empirical execution times for any of the four test conditions. We discuss modeling caveats and considerations for applying CogTool to crew performance modeling in advanced cockpit environments.

Santiago-Espada, Yamira↗
NASA NTRS1990

Analysis of sequencing and scheduling methods for arrival traffic

The air traffic control subsystem that performs scheduling is discussed. The function of the scheduling algorithms is to plan automatically the most efficient landing order and to assign optimally spaced landing times to all arrivals. Several important scheduling algorithms are described and the statistical performance of the scheduling algorithms is examined. Scheduling brings order to an arrival sequence for aircraft. First-come-first-served scheduling (FCFS) establishes a fair order, based on estimated times of arrival, and determines proper separations. Because of the randomness of the traffic, gaps will remain in the scheduled sequence of aircraft. These gaps are filled, or partially filled, by time-advancing the leading aircraft after a gap while still preserving the FCFS order. Tightly scheduled groups of aircraft remain with a mix of heavy and large aircraft. Separation requirements differ for different types of aircraft trailing each other. Advantage is taken of this fact through mild reordering of the traffic, thus shortening the groups and reducing average delays. Actual delays for different samples with the same statistical parameters vary widely, especially for heavy traffic.

Neuman, Frank↗
NASA NTRS1991

Analysis of delay reducing and fuel saving sequencing and spacing algorithms for arrival traffic

The air traffic control subsystem that performs sequencing and spacing is discussed. The function of the sequencing and spacing algorithms is to automatically plan the most efficient landing order and to assign optimally spaced landing times to all arrivals. Several algorithms are described and their statistical performance is examined. Sequencing brings order to an arrival sequence for aircraft. First-come-first-served sequencing (FCFS) establishes a fair order, based on estimated times of arrival, and determines proper separations. Because of the randomness of the arriving traffic, gaps will remain in the sequence of aircraft. Delays are reduced by time-advancing the leading aircraft of each group while still preserving the FCFS order. Tightly spaced groups of aircraft remain with a mix of heavy and large aircraft. Spacing requirements differ for different types of aircraft trailing each other. Traffic is reordered slightly to take advantage of this spacing criterion, thus shortening the groups and reducing average delays. For heavy traffic, delays for different traffic samples vary widely, even when the same set of statistical parameters is used to produce each sample. This report supersedes NASA TM-102795 on the same subject. It includes a new method of time-advance as well as an efficient method of sequencing and spacing for two dependent runways.

Neuman, Frank↗
NASA NTRS1975

Incident shock-wave characteristics in air, argon, carbon dioxide, and helium in a shock tube with unheated helium driver

Incident shock-wave velocities were measured in the Langley 6-inch expansion tube, operated as a shock tube, with air, argon, carbon dioxide, and helium as test gases. Unheated helium was used as the driver gas and most data were obtained at pressures of approximately 34 and 54 MN/sq m. A range of pressure ratio across the diaphragm was obtained by varying the quiescent test-gas pressure, for a given driver pressure, from 0.0276 to 34.5 kN/sq m. Single- and double-diaphragm modes of operation were employed and diaphragms of various materials tested. Shock velocity was determined from microwave interferometer measurements, response of pressure transducers positioned along interferometer measurements, response of pressure transducers positioned along the driven section (time-of-arrival gages), and to a lesser extent, measured tube-wall pressure. Velocities obtained from these methods are compared and limitations of the methods discussed. The present results are compared with theory and the effects of diaphragm mode (single or double diaphragm), diaphragm material, heating of the driver gas upon pressurization of the driver section, diaphragm opening time, interface mixing, and two-dimensional (nonplanar) flow are discussed.

Miller, C. G., III↗
NASA NTRS2018

Fast Sensitivity-Based Optimal Trajectory Updates for Descent Operations Subject to Time Constraints

The ability to meet a controlled time of arrival during a continuous descent operation will enable environmentally friendly and fuel efficient descent operations while simultaneously maintaining airport throughput. Previous work showed that guidance strategies based on a frequent recalculation of the optimal trajectory during the descent result in excellent environmental impact mitigation figures while meeting operational constraints in the presence of modelling errors. However, the time lag of recalculating the trajectory using traditional optimisation algorithms could lead to performance degradation and stability issues. This paper proposes an alternative strategy, which allows for fast updates of the optimal trajectory based on parametric sensitivities. Promising results show that the performance of this method is comparable to that of instantaneously recalculating the optimal descent trajectory at each time sample.

Dalmau, Ramon↗
NASA NTRS1990

The Traffic Management Advisor

The traffic management advisor (TMA) is comprised of algorithms, a graphical interface, and interactive tools for controlling the flow of air traffic into the terminal area. The primary algorithm incorporated in it is a real-time scheduler which generates efficient landing sequences and landing times for arrivals within about 200 n.m. from touchdown. A unique feature of the TMA is its graphical interface that allows the traffic manager to modify the computer-generated schedules for specific aircraft while allowing the automatic scheduler to continue generating schedules for all other aircraft. The graphical interface also provides convenient methods for monitoring the traffic flow and changing scheduling parameters during real-time operation.

Nedell, William↗
NASA NTRS2008

Prototype Flight Management Capabilities to Explore Temporal RNP Concepts

Next Generation Air Transportation System (NextGen) concepts of operation may require aircraft to fly planned trajectories in four dimensions three spatial dimensions and time. A prototype 4D flight management capability is being developed by NASA to facilitate the development of these concepts. New trajectory generation functions extend today's flight management system (FMS) capabilities that meet a single Required Time of Arrival (RTA) to trajectory solutions that comply with multiple RTA constraints. When a solution is not possible, a constraint management capability relaxes constraints to achieve a trajectory solution that meets the most important constraints as specified by candidate NextGen concepts. New flight guidance functions provide continuous guidance to the aircraft s flight control system to enable it to fly specified 4D trajectories. Guidance options developed for research investigations include a moving time window with varying tolerances that are a function of proximity to imposed constraints, and guidance that recalculates the aircraft s planned trajectory as a function of the estimation of current compliance. Compliance tolerances are related to required navigation performance (RNP) through the extension of existing RNP concepts for lateral containment. A conceptual temporal RNP implementation and prototype display symbology are proposed.

Ballin, Mark G.↗
NASA NTRS1983

Reducing the turnaround time for the Shuttle Orbiter main propulsion system at Kennedy Space Center

This paper presents steps currently being implemented to reduce the processing time of the Orbiter Main Propulsion System. Given the projected increase in launch rates of the Space Transportation System (STS) in the operational era, average turnaround time from arrival at Kennedy Space Center to subsequent launch will have to be significantly reduced. In many STS flows to date, a pacing system has been the Main Propulsion System consisting of the three Space Shuttle Main Engines (SSME's) and the Main Propulsion Subsystem (MPS) connecting the SSME's to the Orbiter/ground and Orbiter/External Tank interfaces. This paper summarizes procedural, hardware, software, and requirements changes being incorporated at Kennedy Space Center (KSC) to reduce the processing time required for the MPS/SSME systems. Specific examples from each category are cited to illustrate the impact of the improvements on MPS/SSME processing.

Bilardo, V. J., Jr.↗
NASA NTRS1990

Hearing in three dimensions: Sound localization

The ability to localize a source of sound in space is a fundamental component of the three dimensional character of the sound of audio. For over a century scientists have been trying to understand the physical and psychological processes and physiological mechanisms that subserve sound localization. This research has shown that important information about sound source position is provided by interaural differences in time of arrival, interaural differences in intensity and direction-dependent filtering provided by the pinnae. Progress has been slow, primarily because experiments on localization are technically demanding. Control of stimulus parameters and quantification of the subjective experience are quite difficult problems. Recent advances, such as the ability to simulate a three dimensional sound field over headphones, seem to offer potential for rapid progress. Research using the new techniques has already produced new information. It now seems that interaural time differences are a much more salient and dominant localization cue than previously believed.

Wightman, Frederic L.↗
NASA NTRS1994

A six year timing solution for PSR B1951 + 32

Six years of pulse time-of-arrival measurements have been collected from observations of the young, fast pulsar PSR B1951 + 32 in the CTB 80 supernova remnant using the Jodrell Bank and Arecibo radio telescopes. The combined data allow for the determination of a phase connected solution between 1987 August 21 and 1993 September 21. This solution provides an accurate rotational ephemeris for high energy x-ray and gamma-ray observations of this source made during the six years of radio timing observations to an accuracy of better than one tenth of a pulse period (4 ms). The pulsar has an activity parameter comparable with the value seen in the Crab pulsar.

Foster, R. S.↗
NASA NTRS2013

Evaluation of the Terminal Area Precision Scheduling and Spacing System for Performance-Based Navigation Arrivals

The growth of global demand for air transportation has put increasing strain on the nation's air traffic management system. To relieve this strain, the International Civil Aviation Organization has urged all nations to adopt Performance-Based Navigation (PBN), which can help to reduce air traffic congestion, decrease aviation fuel consumption, and protect the environment. NASA has developed a Terminal Area Precision Scheduling and Spacing (TAPSS) system that can support increased use of PBN during periods of high traffic, while supporting fuel-efficient, continuous descent approaches. In the original development of this system, arrival aircraft are assigned fuel-efficient Area Navigation (RNAV) Standard Terminal Arrival Routes before their initial descent from cruise, with routing defined to a specific runway. The system also determines precise schedules for these aircraft that facilitate continuous descent through the assigned routes. To meet these schedules, controllers are given a set of advisory tools to precisely control aircraft. The TAPSS system has been evaluated in a series of human-in-the-loop (HITL) air traffic simulations during 2010 and 2011. Results indicated increased airport arrival throughput up to 10 over current operations, and maintained fuel-efficient aircraft decent profiles from the initial descent to landing with reduced controller workload. This paper focuses on results from a joint NASA and FAA HITL simulation conducted in 2012. Due to the FAA rollout of the advance terminal area PBN procedures at mid-sized airports first, the TAPSS system was modified to manage arrival aircraft as they entered Terminal Radar Approach Control (TRACON). Dallas-Love Field airport (DAL) was selected by the FAA as a representative mid-sized airport within a constrained TRACON airspace due to the close proximity of a major airport, in this case Dallas-Ft Worth International Airport, one of the busiest in the world. To address this constraint, RNAV routes and Required Navigation Performance with the particular capability known as Radius-to-Fix (RNP-RF) approaches to a short final were used. The purpose of this simulation was to get feedback on how current operations could benefit with the TAPSS system and also to evaluate the efficacy of the advisory tools to support the broader use of PBN in the US National Airspace System. For this NASA-FAA joint experiment, an Air Traffic Control laboratory at NASA Ames was arranged to simulate arrivals into DAL in Instrument Meteorological Conditions utilizing parallel dependent approaches, with two feeder positions that handed off traffic to one final position. Four FAA controllers participated, alternately covering these three positions. All participants were Full-Performance Level terminal controllers and members of the National Air Traffic Controllers Association. During the simulation, PBN arrival operations were compared and contrasted in three conditions. They were the Baseline, where none of the TAPSS systems TRACON controller decision support advisories were provided, the Limited Advisories, reflecting the existing but dormant capabilities of the current terminal automation equipment with providing a subset of the TAPSS systems advisories; numerical delay, landing sequence, and runway assignment information, and the Full Advisories, with providing the following in addition to the ones in the Limited condition; trajectory slot markers, timelines of estimated times of arrivals and sched

Performance based navigation↗
NASA NTRS2020

In-Time UAV Flight-Trajectory Estimation and Tracking Using Bayesian Filters

Rapid increase of UAV operation in the next decade in areas of on-demand delivery, medical transportation services, law enforcement, traffic surveillance and several others pose potential risks to the low altitude airspace above densely populated areas. Safety assessment of airspace demands the need for a novel UAV traffic management (UTM) framework for regulation and tracking of the vehicles. Particularly for low-altitude UAV operations, quality of GPS measurements feeding into the UAV is often compromised by loss of communication link caused by presence of trees or tall buildings in proximity to the UAV flight path. Inaccurate GPS locations may yield to unreliable monitoring and inaccurate prognosis of remaining battery life and other safety metrics which rely on future expected trajectory of the UAV. This work therefore proposes a generalized monitoring and prediction methodology for autonomous UAVs using in-time GPS measurements. Firstly, a typical 4D smooth trajectory generation technique from a series of waypoint locations with associated expected times-of-arrival based on B-spline curves is presented. Initial uncertainty in the vehicle's expected cruise velocity is quantified to compute confidence intervals along the entire flight trajectory using error interval propagation approach. Further, the generated planned trajectory is considered as the prior knowledge which is updated during its flight with incoming GPS measurements in order to estimate its current location and corresponding kinematic profiles. Estimation of position is denoted in dicrete state-space representation such that position at a future time step is derived from position and velocity at current time step and expected velocity at the future time step. A linear Bayesian filtering algorithm is employed to efficiently refine position estimation from noisy GPS measurements and update the confidence intervals. Further, a dynamic re-planning strategy is implemented to incorporate unexpected detour or delay scenarios. Finally, critical challenges related to uncertainty quantification in trajectory prognosis for autonomous vehicles are identified, and potential solutions are discussed at the end of the paper. The entire monitoring framework is demonstrated on real UAV flight experiments conducted at the NASA Langley Research Center.

Banerjee, Portia↗