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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

3D Lightning Geolocation with the CubeSpark Constellation

The new CubeSpark mission concept is being developed as a constellation of up to six satellites for high-resolution 3D lightning mapping. Each satellite in low-Earth orbit (LEO) will use optical and radio frequency (RF) sensors to geolocate individual sources from lightning flashes. The purpose of this study is to evaluate the potential accuracies and feasibilities of RF-based geolocation methods. This is done using a robust simulation framework to accurately depict the ionosphere’s effect on propagating RF signals, using their arrival times at each station to reconstruct source locations. We identified the primary sources of error as geometric, ionospheric, and instrumental. These are each analyzed to determine their quantitative effect on geolocation uncertainty. CubeSpark’s science objectives include mapping thundercloud charge regions and even individual flash channel structure for applications across a wide range of fields from climatology to hydrology. These applications require geolocation accuracy better than 1-2 km in each dimension, thus special care must be taken to optimize constellation design, minimize the main sources of error, and maximize CubeSpark’s potential. The algorithms developed in this study show promising results, with large regions having both horizontal and vertical uncertainties less than 1 km. After the removal of the Lightning Imaging Sensor from the International Space Station, an observational gap has been left for lightning observers from LEO. It therefore becomes increasingly vital to evaluate and improve on the current state of lightning mapping to prepare for the next generation of 3D lightning geolocation.

lightning↗
NASA NTRS2024

Comparative Analysis of Type III Radio Bursts and Solar Flares: Spatial Localization and Correlation with Solar Flare Intensity

We present a comprehensive study of type III radio bursts and their association with solar flares of magnitude M1.0 and larger, as observed by four widely separated spacecraft (Parker Solar Probe, Solar Orbiter, STEREO-A, and Wind). Our main focus is the introduction and validation of two methods for localizing radio bursts using the available multispacecraft data. The first method utilizes intensity fitting with a circular Gaussian distribution, while the second method is based on the time arrival of radio bursts. We demonstrate the effectiveness of these methods through the analysis of a single type III burst event and compare their results with the traditional radio triangulation technique. Furthermore, we conduct a statistical study of 17 type III bursts associated with M- and X-class solar flares in years 2020–2022. Our findings suggest a possible correlation between solar flare intensities and longitudes, with east limb flares tending to be weaker than west limb flares. We also observe a systematic drift of radio burst longitudes toward the east, potentially explained by a poleward component of the local density gradient. Our results suggest a strong correlation between solar flare intensities and radio burst properties, enhancing our understanding of the relationship between solar flares and type III radio bursts.

Radio astronomy↗
NASA NTRS2024

Multispacecraft Observations of a Widespread Solar Energetic Particle Event on 2022 February 15–16

On 2022 February 15–16, multiple spacecraft measured one of the most intense solar energetic particle (SEP) events observed so far in Solar Cycle 25. This study provides an overview of interesting observations made by multiple spacecraft during this event. Parker Solar Probe (PSP) and BepiColombo were close to each other at 0.34–0.37 au (a radial separation of ∼0.03 au) as they were impacted by the flank of the associated coronal mass ejection (CME). At about 100° in the retrograde direction and 1.5 au away from the Sun, the radiation detector on board the Curiosity surface rover observed the largest ground-level enhancement on Mars since surface measurements began. At intermediate distances (0.7–1.0 au), the presence of stream interaction regions (SIRs) during the SEP arrival time provides additional complexities regarding the analysis of the distinct contributions of CME-driven versus SIR-driven events in observations by spacecraft such as Solar Orbiter and STEREO-A, and by near-Earth spacecraft like ACE, SOHO, and WIND. The proximity of PSP and BepiColombo also enables us to directly compare their measurements and perform cross-calibration for the energetic particle instruments on board the two spacecraft. Our analysis indicates that energetic proton measurements from BepiColombo and PSP are in reasonable agreement with each other to within a factor of ∼1.35. Finally, this study introduces the various ongoing efforts that will collectively improve our understanding of this impactful, widespread SEP event.

Solar energetic particles↗
NASA NTRSDate not supplied

Development of a Safety Hazards Risk Assessment Tool for Uncrewed Aircraft System Traffic Management during Preflight Planning

Tremendous growth in the uncrewed and remotely piloted vehicle market is expected in low-altitude, uncontrolled airspace, resulting in potential decreases in safety without systems that support monitoring, assessing, and mitigating risk. At NASA, the System-Wide Safety (SWS) project has been developing a suite of data-driven tools to predict hazards so that the potential risks that these hazards pose can be mitigated. Services to predict various hazards have been developed, including battery capacity, proximity to static obstacles, population risks, global positioning system signal strength, radio frequency spectrum interference risk, and vertiport congestion. These services can monitor hazards along a flight path and if any risks posed by these hazards exceed a threshold, the uncrewed aircraft system (UAS) fleet manager can be alerted to mitigate the risk by modifying the flight path, changing the scheduled departure or arrival times, and/or diverting the vehicle to an alternate vertiport. These services were originally developed to monitor and assess risks during flight, but they have been adapted to assess hazard risks prior to departure so that a fleet manager can evaluate the potential risks for a fleet of UAS along their planned flight paths. These services have been integrated into a prototype tool called the Supplemental Data Service Provider-Consolidated Dashboard (SDSP-CD), developed at NASA Ames Research Center. The tool consists of a dashboard which provides a comprehensive overview for a number of risks and a map display that shows the details of the hazards along each flight’s path. Based on the findings from three previous studies, the SDSP-CD has been updated with new design elements and functions. In this paper, we describe lessons learned from the previous studies, changes made to the interface, and the feedback received during a follow-up usability study. Overall, participants reported that there is a substantial benefit of having a fleet manager use a consolidated dashboard to assess hazards for the vehicles in their fleet and to provide situational awareness to potential risks so that they can be mitigated prior to flight. Once the SDSP-CD matures, it will need to be integrated into flight and mission planning tools. Some initial thoughts on how this integration should be accomplished are shared in this paper. Finally, the functional differences between preflight vs. in-flight risk assessment and the differences in fleet manager vs. UAS pilot roles that may require different information and user interactions are discussed.

preflight↗
DOE OSTI2020

The Analog Front-end for the LGAD Based Precision Timing Application in CMS ETL

The analog front-end for the Low Gain Avalanche Detector (LGAD) based precision timing application in the CMS Endcap Timing Layer (ETL) has been prototyped in a 65 nm CMOS mini-ASIC named ETROC0. Serving as the very first prototype of ETL readout chip (ETROC), ETROC0 aims to study and demonstrate the performance of the analog frontend, with the goal to achieve 40 to 50 ps time resolution per hit with LGAD (therefore reach about 30ps per track with two detector-layer hits per track). ETROC0 consists of preamplifier and discriminator stages, which amplifies the LGAD signal and generates digital pulses containing time of arrival and time over threshold information. This paper will focus on the design considerations that lead to the ETROC front-end architecture choice, the key design features of the building blocks, the methodology of using the LGAD simulation data to evaluate and optimize the front-end design. The ETROC0 prototype chips have been extensively tested using charge injection and the measured performance agrees well with simulation. The initial beam test results are also presented, with time resolution of around 33 ps observed from the preamplifier waveform analysis and around 41 ps from the discriminator pulses analysis. A subset of ETROC0 chips have also been tested to a total ionizing dose of 100 MRad with X-ray and no performance degradation been observed.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2025

Diagnostic Systems in the Muon $g-2$ experiment at Fermilab

The muon anomalous magnetic moment, $a_\mu=\frac{g-2}{2}$, is a low-energy observable which can be both measured and computed to high precision, making it a sensitive test of the Standard Model and a probe for new physics. This anomaly was measured with a precision of $0.20$~parts per million (ppm) by the Fermilab's Muon g-2 (E989) experiment. The final goal of the E989 experiment is to reach a precision of $0.14$~ppm. The experiment is based on the measurement of the muon spin anomalous precession frequency, $\omega_a$, based on the arrival time distribution of high-energy decay positrons observed by 24 electromagnetic calorimeters, placed around the inner circumference of a $14$~m diameter storage ring, and on the precise knowledge of the storage ring magnetic field and of the beam time and space distribution. Achieving this level of precision requires strict control over systematics, which is ensured through several diagnostic devices. At the accelerator level, these devices monitor the quality of the injected beam (e.g., verifying that it has the correct momentum), while at the detector level, they track both the magnetic field and the gain of the calorimeters. In this work the devices and techniques used by the E989 experiment will be presented.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
NASA NTRS2010

Ultra-Wideband Time-Difference-of-Arrival High Resolution 3D Proximity Tracking System

This paper describes a research and development effort for a prototype ultra-wideband (UWB) tracking system that is currently under development at NASA Johnson Space Center (JSC). The system is being studied for use in tracking of lunar./Mars rovers and astronauts during early exploration missions when satellite navigation systems are not available. U IATB impulse radio (UWB-IR) technology is exploited in the design and implementation of the prototype location and tracking system. A three-dimensional (3D) proximity tracking prototype design using commercially available UWB products is proposed to implement the Time-Difference- Of-Arrival (TDOA) tracking methodology in this research effort. The TDOA tracking algorithm is utilized for location estimation in the prototype system, not only to exploit the precise time resolution possible with UWB signals, but also to eliminate the need for synchronization between the transmitter and the receiver. Simulations show that the TDOA algorithm can achieve the fine tracking resolution with low noise TDOA estimates for close-in tracking. Field tests demonstrated that this prototype UWB TDOA High Resolution 3D Proximity Tracking System is feasible for providing positioning-awareness information in a 3D space to a robotic control system. This 3D tracking system is developed for a robotic control system in a facility called "Moonyard" at Honeywell Defense & System in Arizona under a Space Act Agreement.

Ni, Jianjun↗
NASA NTRS1975

The 4D area navigation system description and flight test results

A 4D area navigation system was designed to guide aircraft along a prespecified flight path (reference path) such that the aircraft would arrive at the approach gate at a time specified by the ATC controller. Key components to achieve this requirement were: (1) stored reference trajectories; (2) a continuously recomputed capture trajectory to a selected waypoint on the reference trajectory so as to achieve the desired time of arrival; (3) electronic situation displays; and (4) a control system to follow the overall trajectory in space and time. The system was implemented in a digital integrated avionics system (STOLAND) installed on a CV-340 airplane. Although the 4D system was designed primarily for automatic operation, it was flight tested in a flight director mode (the pilot follows the flight director commands), because the CV-340 autopilot servos were not tied to the avionics system. The flight test showed that, even in the flight director mode, the pilot did achieve the objectives of path tracking and time of arrival control with only moderate workload. The system also permitted controlled delay of the time of arrival by path stretching, which takes advantage of the continuously changing capture trajectory to predict the time of arrival. Simulations in the automatic and manual modes were used to complement the flight data.

Lee, H. Q.↗
NASA NTRS2010

A Mixed Integer Linear Program for Solving a Multiple Route Taxi Scheduling Problem

Aircraft movements on taxiways at busy airports often create bottlenecks. This paper introduces a mixed integer linear program to solve a Multiple Route Aircraft Taxi Scheduling Problem. The outputs of the model are in the form of optimal taxi schedules, which include routing decisions for taxiing aircraft. The model extends an existing single route formulation to include routing decisions. An efficient comparison framework compares the multi-route formulation and the single route formulation. The multi-route model is exercised for east side airport surface traffic at Dallas/Fort Worth International Airport to determine if any arrival taxi time savings can be achieved by allowing arrivals to have two taxi routes: a route that crosses an active departure runway and a perimeter route that avoids the crossing. Results indicate that the multi-route formulation yields reduced arrival taxi times over the single route formulation only when a perimeter taxiway is used. In conditions where the departure aircraft are given an optimal and fixed takeoff sequence, accumulative arrival taxi time savings in the multi-route formulation can be as high as 3.6 hours more than the single route formulation. If the departure sequence is not optimal, the multi-route formulation results in less taxi time savings made over the single route formulation, but the average arrival taxi time is significantly decreased.

Montoya, Justin Vincent↗
NASA NTRS2000

Wind Prediction Accuracy for Air Traffic Management Decision Support Tools

The performance of Air Traffic Management and flight deck decision support tools depends in large part on the accuracy of the supporting 4D trajectory predictions. This is particularly relevant to conflict prediction and active advisories for the resolution of conflicts and the conformance with of traffic-flow management flow-rate constraints (e.g., arrival metering / required time of arrival). Flight test results have indicated that wind prediction errors may represent the largest source of trajectory prediction error. The tests also discovered relatively large errors (e.g., greater than 20 knots), existing in pockets of space and time critical to ATM DST performance (one or more sectors, greater than 20 minutes), are inadequately represented by the classic RMS aggregate prediction-accuracy studies of the past. To facilitate the identification and reduction of DST-critical wind-prediction errors, NASA has lead a collaborative research and development activity with MIT Lincoln Laboratories and the Forecast Systems Lab of the National Oceanographic and Atmospheric Administration (NOAA). This activity, begun in 1996, has focussed on the development of key metrics for ATM DST performance, assessment of wind-prediction skill for state of the art systems, and development/validation of system enhancements to improve skill. A 13 month study was conducted for the Denver Center airspace in 1997. Two complementary wind-prediction systems were analyzed and compared to the forecast performance of the then standard 60 km Rapid Update Cycle - version 1 (RUC-1). One system, developed by NOAA, was the prototype 40-km RUC-2 that became operational at NCEP in 1999. RUC-2 introduced a faster cycle (1 hr vs. 3 hr) and improved mesoscale physics. The second system, Augmented Winds (AW), is a prototype en route wind application developed by MITLL based on the Integrated Terminal Wind System (ITWS). AW is run at a local facility (Center) level, and updates RUC predictions based on an optimal interpolation of the latest ACARS reports since the RUC run. This paper presents an overview of the study's results including the identification and use of new large mor wind-prediction accuracy metrics that are key to ATM DST performance.

Cole, Rod↗
DOE OSTI2025

The CMS Phase-2 Fast Beam Condition Monitor prototype test with beam

The Fast Beam Condition Monitor (FBCM) is a standalone luminometer for the High Luminosity LHC (HL-LHC) program of the CMS Experiment at CERN. The detector is under development and features a new, radiation-hard, front-end application-specific integrated circuit (ASIC) designed for beam monitoring applications. The achieved timing resolution of a few nanoseconds enables the measurement of both the luminosity and the beam-induced background. The ASIC, called FBCM23, features six channels with adjustable shaping times, enabling in-field fine-tuning. Each ASIC channel outputs a single binary asynchronous signal encoding time-of-arrival and time-over-threshold information. The FBCM is based on silicon-pad sensors, with two sensor designs presently being considered. This paper presents the results of tests of the FBCM detector prototype using both types of silicon sensors with hadron, muon, and electron beams. Irradiated FBCM23 ASICs and silicon-pad sensors were also tested to simulate the expected conditions near the end of the detector's lifetime in the HL-LHC radiation environment. Based on test results, direct bonding between the sensor and ASIC was chosen, and an optimal bias voltage and ASIC threshold for FBCM operation were proposed. The current design of the front-end test board was validated following the beam test and is now being used for the first front-end module, which is expected to be produced in summer 2025. These results represent a major step forward in validating the FBCM concept, first version of the firmware and establishing a reliable design path for the final detector.

Beam-line instrumentation (beam position and profi↗
DOE OSTI2026

Performance Validation of Endcap Timing Layer Detector Modules for CMS Phase-2 Upgrade

The High-Luminosity Large Hadron Collider (HL-LHC) will operate up to 200 simultaneous collisions per bunch crossing, which is a significant jump from the current value of about 30 collisions per bunch crossing, producing significant pileup that challenges accurate event reconstruction. To address this, the Compact Muon Solenoid (CMS) experiment is implementing the Endcap Timing Layer (ETL), a precision timing detector designed to provide timing measurements with a resolution of approximately 50 ps per hit and 35 ps per reconstructed track. This project focuses on the characterization and validation of ETL detector modules using laboratory laser test data. ETL performance is evaluated by analyzing key quantities such as Bunch Crossing Identification (BCID), Time-of-Arrival (TOA), Time-over-Threshold (TOT), Noise Stability etc. The resulting analysis provides insight into the timing performance and operational stability of ETL modules, contributing to the quality assurance process req uired before their installation in the CMS experiment and ensure that the modules can meet the long-term reliability requirements of approximately 10 years of operation without replacement.

Chipara, Munashe [Fermilab]↗
NASA NTRS1980

Airborne lightning characterization

A WC-130 aircraft was instrumented with wideband electromagnetic field sensors and flown near active thunderstorms to obtain data on the characteristics of nearby and direct strike lightning. An electric field ground station and time-of-arrival network provided time correlated data to identify the three dimensional locations of the discharge and the different events in the lightning flash. A description of the sensors, calibration procedures, and recording equipment is presented. Data are presented on return stroke characteristics in the 5 to 50 km range.

Baum, R. K.↗
NASA NTRS2009

Ultra-Wideband Time-Difference-of-Arrival Two-Point-Tracking System

A UWB TDOA Two-Point-Tracking System has been conceived and developed at JSC. This system can provide sub-inch tracking capability of two points on one target. This capability can be applied to guide a docking process in a 2D space. Lab tests demonstrate the feasibility of this technology.

Ni, Jianjun David↗
NASA NTRS1979

Simulation evaluation of combined 4D RNAV and airborne traffic situation displays and procedures applied to terminal aerial maneuvers

Simulation scenarios were developed in which subject pilots must simultaneously follow a 3D terminal airspace structure and arrive at fixed waypoints within the structure precisely at pre-scheduled times in the presence of a full range of wind conditions aloft, and monitor nearby traffic on an airborne traffic situation display, especially during merging and spacing operations, and detect blunders and resolve conflicts in a safe manner. Open-loop simulator tests of the single-stage 4D RNAV algorithm indicate that a descending pilot can comply quite closely with an assigned time of arrival at a 3D waypoint simply by tracking a pre-calculated speed profile. Initial experiments show that the aircraft arrives at the 3D waypoint within a few seconds of the anticipated time. The presence of headwinds or tailwinds does not affect the arrival time error as long as the wind is accurately modeled in the descent algorithm. Results all but quarantee that a 5 second standard deviation in arrival time error can be realized in closed-loop descents at very moderate pilot workload levels.

Athans, M.↗
NASA NTRS2016

Comparison of Fuel Consumption of Descent Trajectories Under Arrival Metering

This paper compares fuel consumption of descent trajectories from cruise altitude to meter fix when the required time of arrival is later than the nominal time of arrival at the meter fix. The required delay, which is the difference between the nominal and the required times of arrival, is achieved by either slowing down the aircraft in the cruise and descent phases or flying a longer route at a constant altitude. Performance models of ten different Boeing and Airbus aircraft, obtained from the Base of Aircraft Data, are employed for generating the results. It is demonstrated that the most fuel-efficient speed control strategy for absorbing delay is first reducing descent speed as much as possible and then reducing cruise speed. This is a common finding for all ten aircraft considered. For some aircraft, flying at a fixed flight path angle and constant Mach-calibrated-airspeed results in lower fuel consumption compared to standard descent at idle-thrust and constant Mach-calibrated- airspeed. Finally, for the cases examined, it is shown that executing a path stretch maneuver at cruise altitude and descent at a reduced speed is more fuel efficient than inserting an intermediate-altitude cruise segment.

Nikoleris, Tasos↗
NASA NTRS2008

Mitigating Photon Jitter in Optical PPM Communication

A theoretical analysis of photon-arrival jitter in an optical pulse-position-modulation (PPM) communication channel has been performed, and now constitutes the basis of a methodology for designing receivers to compensate so that errors attributable to photon-arrival jitter would be minimized or nearly minimized. Photon-arrival jitter is an uncertainty in the estimated time of arrival of a photon relative to the boundaries of a PPM time slot. Photon-arrival jitter is attributable to two main causes: (1) receiver synchronization error [error in the receiver operation of partitioning time into PPM slots] and (2) random delay between the time of arrival of a photon at a detector and the generation, by the detector circuitry, of a pulse in response to the photon. For channels with sufficiently long time slots, photon-arrival jitter is negligible. However, as durations of PPM time slots are reduced in efforts to increase throughputs of optical PPM communication channels, photon-arrival jitter becomes a significant source of error, leading to significant degradation of performance if not taken into account in design. For the purpose of the analysis, a receiver was assumed to operate in a photon- starved regime, in which photon counts follow a Poisson distribution. The analysis included derivation of exact equations for symbol likelihoods in the presence of photon-arrival jitter. These equations describe what is well known in the art as a matched filter for a channel containing Gaussian noise. These equations would yield an optimum receiver if they could be implemented in practice. Because the exact equations may be too complex to implement in practice, approximations that would yield suboptimal receivers were also derived.

Moision, Bruce↗