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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.

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All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Design and simulation of a descent controller for strategic four-dimensional aircraft navigation

A time-controlled navigation system applicable to the descent phase of flight for airline transport aircraft was developed and simulated. The design incorporates the linear discrete-time sampled-data version of the linearized continuous-time system describing the aircraft's aerodynamics. Using optimal linear quadratic control techniques, an optimal deterministic control regulator which is implementable on an airborne computer is designed. The navigation controller assists the pilot in complying with assigned times of arrival along a four-dimensional flight path in the presence of wind disturbances. The strategic air traffic control concept is also described, followed by the design of a strategic control descent path. A strategy for determining possible times of arrival at specified waypoints along the descent path and for generating the corresponding route-time profiles that are within the performance capabilities of the aircraft is presented. Using a mathematical model of the Boeing 707-320B aircraft along with a Boeing 707 cockpit simulator interfaced with an Adage AGT-30 digital computer, a real-time simulation of the complete aircraft aerodynamics was achieved. The strategic four-dimensional navigation controller for longitudinal dynamics was tested on the nonlinear aircraft model in the presence of 15, 30, and 45 knot head-winds. The results indicate that the controller preserved the desired accuracy and precision of a time-controlled aircraft navigation system.

Lax, F. M.↗
NASA NTRS2014

A Concept of Operations for Far-Term Surface Trajectory-Based Operations (STBO)

The goal of this far-term STBO (Surface Trajectory-Based Operations) ConOps (Concept of Operations) is to increase the efficiency and predictability of airport surface operations, and reduce the environmental impact, by incorporating a time-based component to surface operations. In the far-term NextGen timeframe, airport surface operations will transition from current-day first-come, first-served operations, to strategically scheduled operations in which pilots are recruited as active participants in meeting the precise time-based goals of NextGen surface operations. The far-term STBO concept includes two-phases. Phase 1 introduces time-based traffic flow constraint points, which divide the taxi route into segments with an assigned Required Time of Arrival (RTA). This Phase 1 approach provides temporal certainty only near the traffic flow constraint points, but not in between. Minimal augmentations to the flight deck are required to support required time of arrival (RTA) management. Phase 2 further increases precision and efficiency by introducing full four-dimensional (4D) trajectories, with an x-y location for all times t. This phase assumes adoption of advanced flight deck equipage enabling higher temporal precision sufficient to support aircraft conformance to 4D trajectories. This allows more precision and less temporal uncertainty at all times along the route.

Surface Trajectory-Based Operations (STBO)↗
DOE OSTI2022

On the determination of shocked surface velocities

Laser Doppler velocimetry is commonly fielded in shock physics experiments to diagnose the times of arrival, magnitudes, and durations of shock impulses as they arrive at shock loaded surfaces. However, in the presence of ejecta, the resulting frequency noise often obscures the surface and subsequent impulses at later times. In this context, we evaluate a dominant wave analysis technique applied to velocimetry data from explosively shocked Sn subjected to a second shockwave, on which ejecta are emitted subsequent to both the first and subsequent shockwave impulses. The analysis reveals surface velocities, the times of arrival of subsequent impulses, and their durations.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2021

Characterization of the CMS Endcap Timing Layer readout chip prototype with charge injection

We present the characterization of a readout Application-Specific Integrated Circuit (ASIC) for the CMS Endcap Timing Layer (ETL) of the High-Luminosity LHC upgrade with charge injection. The ASIC, named ETROC and developed in a 65 nm CMOS technology, reads out a 16× 16 pixel matrix of the Low-Gain Avalanche Detector (LGAD). The jitter contribution from ETROC is required to be below 40 ps to achieve the 50 ps overall time resolution per hit. The analog readout circuits in ETROC consist of the preamplifier and the discriminator. The preamplifier handles the LGAD charge signal with the most probable value of around 15 fC. The discriminator generates the digital pulse, which provides the Time-Of-Arrival (TOA, leading edge) and Time-Over-Threshold (TOT, pulse width) information. The prototype of ETROC (ETROC0) that implements a single channel of analog readout circuits has been evaluated with charge injection. The jitter of the analog readout circuits, measured from the discriminator's leading edge, is better than 16 ps for a charge larger than 15 fC with the sensor capacitance. The time walk resulting from different pulse heights can be corrected using the TOT measurement. The time resolution distribution has a standard deviation of 29 ps after the time-walk correction from the charge injection. At room temperature, the preamplifier's power consumption is measured to be 0.74 mW and 1.53 mW per pixel in the low- and high-power mode, respectively. Finally, the measured power consumption of the discriminator is 0.84 mW per pixel. With the ASIC alone or the LGAD sensor, The characterization performances fulfill the ETL's challenging requirements.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
NASA NTRS1991

Improved Ultrasonic Transducer For Measuring Cryogenic Flow

Improved ultrasonic transducer used to measure flow of cryogenic fluid. Includes wedge made nonintrusive by machining it out of bulk material of duct carrying fluid. Skewed surfaces of wedge suppress standing waves, thus reducing ringing and increasing signal-to-noise ratio. Increases accuracy of measurements of times of arrival of ultrasonic pulses, from which times flow inferred.

Barkhoudarian, Sarkis↗
NASA NTRS2009

Distributed Trajectory Flexibility Preservation for Traffic Complexity Mitigation

The growing demand for air travel is increasing the need for mitigation of air traffic congestion and complexity problems, which are already at high levels. At the same time new information and automation technologies are enabling the distribution of tasks and decisions from the service providers to the users of the air traffic system, with potential capacity and cost benefits. This distribution of tasks and decisions raises the concern that independent user actions will decrease the predictability and increase the complexity of the traffic system, hence inhibiting and possibly reversing any potential benefits. In answer to this concern, the authors propose the introduction of decision-making metrics for preserving user trajectory flexibility. The hypothesis is that such metrics will make user actions naturally mitigate traffic complexity. In this paper, the impact of using these metrics on traffic complexity is investigated. The scenarios analyzed include aircraft in en route airspace with each aircraft meeting a required time of arrival in a one-hour time horizon while mitigating the risk of loss of separation with the other aircraft, thus preserving its trajectory flexibility. The experiments showed promising results in that the individual trajectory flexibility preservation induced self-separation and self-organization effects in the overall traffic situation. The effects were quantified using traffic complexity metrics based on Lyapunov exponents and traffic proximity.

Idris, Husni↗
NASA NTRS2009

Analysis of Trajectory Flexibility Preservation Impact on Traffic Complexity

The growing demand for air travel is increasing the need for mitigation of air traffic congestion and complexity problems, which are already at high levels. At the same time new information and automation technologies are enabling the distribution of tasks and decisions from the service providers to the users of the air traffic system, with potential capacity and cost benefits. This distribution of tasks and decisions raises the concern that independent user actions will decrease the predictability and increase the complexity of the traffic system, hence inhibiting and possibly reversing any potential benefits. In answer to this concern, the authors proposed the introduction of decision-making metrics for preserving user trajectory flexibility. The hypothesis is that such metrics will make user actions naturally mitigate traffic complexity. In this paper, the impact of using these metrics on traffic complexity is investigated. The scenarios analyzed include aircraft in en route airspace with each aircraft meeting a required time of arrival in a one-hour time horizon while mitigating the risk of loss of separation with the other aircraft, thus preserving its trajectory flexibility. The experiments showed promising results in that the individual trajectory flexibility preservation induced self-separation and self-organization effects in the overall traffic situation. The effects were quantified using traffic complexity metrics, namely dynamic density indicators, which indicated that using the flexibility metrics reduced aircraft density and the potential of loss of separation.

Idris, Husni↗
NASA NTRS2011

Enhancement to Non-Contacting Stress Measurement of Blade Vibration Frequency

A system for turbo machinery blade vibration has been developed that combines time-of-arrival sensors for blade vibration amplitude measurement and radar sensors for vibration frequency and mode identification. The enabling technology for this continuous blade monitoring system is the radar sensor, which provides a continuous time series of blade displacement over a portion of a revolution. This allows the data reduction algorithms to directly calculate the blade vibration frequency and to correctly identify the active modes of vibration. The work in this project represents a significant enhancement in the mode identification and stress calculation accuracy in non-contacting stress measurement system (NSMS) technology when compared to time-of-arrival measurements alone.

Platt, Michael↗
NASA NTRS1961

The Effect of Lateral- and Longitudinal- Range Control on Allowable Entry Conditions for a Point Return from Space

The problem of return to a specified landing point on the earth from flight in space is considered by studying the interaction between an assumed control over the lateral and longitudinal range and the initial conditions of approach to the earth, given by orbital-plane inclination, vacuum perigee location, and time of arrival. The maneuvering capability in the atmosphere permits a point return for a range of entry conditions. A lateral-range capability of +/- 500 miles from the center line of an entry trajectory can allow a variation in the time of arrival of over 3.5 hours. Variation in the orbital-plane inclination angle can be as much as +/- 13 deg.

Boissevain, Alfred G.↗
NASA NTRS1972

The measurement of pulsar periods.

The method used for determining the pulsar period is discussed. In connection with the computation of the time of arrival of a pulse the right ascension and declination of the earth relative to the barycenter, the center of mass of the solar system, are calculated. The data obtained together with the position of the pulsar are used to calculate what the time of arrival would have been had the antenna been at the barycenter. A matrix approach is used for series observations. Pulsar positions obtained are listed in a table. A graph is presented showing the rate of change of the period as a function of the period for several sources.

Downs, G. S.↗
DOE OSTI2021

Timing Calibration and Windowing Technique Comparison for Lightning Mapping Arrays

Abstract Since their introduction 22 years ago, lightning mapping arrays (LMA) have played a central role in the investigation of lightning physics. Even in recent years with the proliferation of digital interferometers and the introduction of the LOw Frequency ARray (LOFAR) radio telescope, LMAs still play an important role in lightning science. LMA networks use a simple windowing technique that records the highest pulse in either 80 μs or 10 μs fixed windows in order to apply a time‐of‐arrival location technique. In this work, we develop an LMA‐emulator that uses lightning data recorded by LOFAR to simulate an LMA, and we use it to test three new styles of pulse windowing. We show that they produce very similar results as the more traditional LMA windowing, implying that LMA lightning mapping results are relatively independent of windowing technique. In addition, each LMA station has its GPS‐conditioned clock. While the timing accuracy of GPS receivers has improved significantly over the years, they still significantly limit the timing measurements of the LMA. Recently, new time‐of‐arrival techniques have been introduced that can be used to self‐calibrate systematic offsets between different receiving stations. Applying this calibration technique to a set of data with 32 ns uncertainty, observed by the Colorado LMA, improves the timing uncertainty to 19 ns. This technique is not limited to LMAs and could be used to help calibrate future multi‐station lightning interferometers.

Hare, Brian M.↗
NASA NTRS2018

Performance Evaluation of Conflict-Free Trajectory Taxiing in Airport Ramp Area Using Fast-Time Simulations

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been collaborating to conduct joint research addressing future surface traffic management challenges. The surface management tool from DLR, called Taxi Routing for Aircraft: Creation and Controlling (TRACC), was adapted to be integrated in NASA's fast-time simulation environment called Surface Operations Simulator and Scheduler (SOSS). The research described in this paper 1) applied TRACC to trajectory-based ramp traffic management, where TRACC generates conflict-free aircraft trajectories in a congested ramp area, 2) investigated the feasibility of the concept through the integrated TRACC-SOSS fast-time simulation, and 3) evaluated the performance of the integrated system. For this activity, TRACC was adapted for ramp operations at Charlotte Douglas International Airport, called TRACC_PB (TRACC for pushback optimization). TRACC_PB provides four-dimensional taxi trajectories with a command speed profile for each aircraft following standard taxi routes within the ramp area. In this study, departures are given the Target Movement Area entry Times (TMATs) provided by the baseline surface metering scheduler based on NASA's Spot and Runway Departure Advisor (SARDA). TRACC_PB also calculates optimal pushback times for departures, as well as the times when arrivals shall enter the ramp, the Target Movement area Exit Times (TMETs). The initial results showed that the TRACC_PB successfully generated conflict-free trajectories for the ramp area taxi operations and improved taxiing efficiency compared to the baseline results. TRACC_PB aimed to provide conflict-free taxi routes avoiding any stops while taxiing. This resulted in longer gate hold times for departures and postponed throughput values compared to the baseline simulation without trajectory optimization. Having conflict-free routes without stoppage also created shorter taxi times but required renegotiation of the given TMATs. TRACC_PB also achieved reductions in both fuel consumption and engine emissions (17% for departures and 10% for arrivals), which correlate with the ramp taxi time reduction.

trajectory-based taxi operations↗
NASA NTRS1985

Search for heavy antinuclei in the cosmic radiation

The existence of significant amounts of antimatter in the Universe is demonstrated through cosmic radiation. The data from the Danish-French Cosmic Ray Spectrometer on the HEAO-3 satellite offers an opportunity to search for heavy antinuclei, since all the relevant parameters (charge, velocity, arrival direction, and satellite position at the time of arrival) are measured for each recorded nucleus. Using the 22676 positive only events in the data seletion corresponding to L 1.5 as a measure of our exposure factor to heavy antinuclei and noting that no corresponding antinuclei were found, an upper limit (95% confidence) is given to the ratio of antinuclei to nuclei as 1.4 x .0001 for particles with Z 9. The upper limit resulting from this work is compared with previous results of searches for heavy antimatter in the cosmic radiation. It is seen that, if one regards only antiparticles heavier than fluorine, then the present result represents a reduced upper limit over previous data. When taken together, all the available experiment data now push the upper limit for the ratio of antiparticles to particles well below .0001.

Lund, N.↗
NASA NTRS2002

A Lightning Channel Retrieval Algorithm for the North Alabama Lightning Mapping Array (LMA)

A new multi-station VHF time-of-arrival (TOA) antenna network is, at the time of this writing, coming on-line in Northern Alabama. The network, called the Lightning Mapping Array (LMA), employs GPS timing and detects VHF radiation from discrete segments (effectively point emitters) that comprise the channel of lightning strokes within cloud and ground flashes. The network will support on-going ground validation activities of the low Earth orbiting Lightning Imaging Sensor (LIS) satellite developed at NASA Marshall Space Flight Center (MSFC) in Huntsville, Alabama. It will also provide for many interesting and detailed studies of the distribution and evolution of thunderstorms and lightning in the Tennessee Valley, and will offer many interesting comparisons with other meteorological/geophysical wets associated with lightning and thunderstorms. In order to take full advantage of these benefits, it is essential that the LMA channel mapping accuracy (in both space and time) be fully characterized and optimized. In this study, a new revised channel mapping retrieval algorithm is introduced. The algorithm is an extension of earlier work provided in Koshak and Solakiewicz (1996) in the analysis of the NASA Kennedy Space Center (KSC) Lightning Detection and Ranging (LDAR) system. As in the 1996 study, direct algebraic solutions are obtained by inverting a simple linear system of equations, thereby making computer searches through a multi-dimensional parameter domain of a Chi-Squared function unnecessary. However, the new algorithm is developed completely in spherical Earth-centered coordinates (longitude, latitude, altitude), rather than in the (x, y, z) cartesian coordinates employed in the 1996 study. Hence, no mathematical transformations from (x, y, z) into spherical coordinates are required (such transformations involve more numerical error propagation, more computer program coding, and slightly more CPU computing time). The new algorithm also has a more realistic definition of source altitude that accounts for Earth oblateness (this can become important for sources that are hundreds of kilometers away from the network). In addition, the new algorithm is being applied to analyze computer simulated LMA datasets in order to obtain detailed location/time retrieval error maps for sources in and around the LMA network. These maps will provide a more comprehensive analysis of retrieval errors for LMA than the 1996 study did of LDAR retrieval errors. Finally, we note that the new algorithm can be applied to LDAR, and essentially any other multi-station TWA network that depends on direct line-of-site antenna excitation.

Koshak, William↗
NASA NTRS2003

Airborne Conflict Management within Confined Airspace in a Piloted Simulation of DAG-TM Autonomous Aircraft Operations

A human-in-the-loop experiment was performed at the NASA Langley Research Center to study the feasibility of Distributed Air/Ground Traffic Management (DAG-TM) autonomous aircraft operations in highly constrained airspace. The airspace was constrained by a pair of special use airspace (SUA) regions on either side of the pilot s planned route. The available airspace was further varied by changing the separation standard for lateral separation between 3 nm and 5 nm. The pilot had to maneuver through the corridor between the SUA s, avoid other traffic and meet flow management constraints. Traffic flow management (TFM) constraints were imposed as a required time of arrival and crossing altitude at an en route fix. This is a follow-up study to work presented at the 4th USA/Europe Air Traffic Management R&D Seminar in December 2001. Nearly all of the pilots were able to meet their TFM constraints while maintaining adequate separation from other traffic. In only 3 out of 59 runs were the pilots unable to meet their required time of arrival. Two loss of separation cases are studied and it is found that the pilots need conflict prevention information presented in a clearer manner. No degradation of performance or safety was seen between the wide and narrow corridors. Although this was not a thorough study of the consequences of reducing the en route lateral separation, nothing was found that would refute the feasibility of reducing the separation requirement from 5 nm to 3 nm. The creation of additional, second-generation conflicts is also investigated. Two resolution methods were offered to the pilots: strategic and tactical. The strategic method is a closed-loop alteration to the Flight Management System (FMS) active route that considers other traffic as well as TFM constraints. The tactical resolutions are short-term resolutions that leave avoiding other traffic conflicts and meeting the TFM constraints to the pilot. Those that made use of the strategic tools avoided additional conflicts, whereas, those making tactical maneuvers often caused additional conflicts. Many of these second-generation conflicts could be avoided by improved conflict prevention tools that clearly present to the pilot which maneuver choices will result in a conflict-free path. These results, together with previously reported studies, continue to support the feasibility of autonomous aircraft operations.

Barmore, Bryan↗
NASA NTRS1999

A Spherical Earth Solution for TOA Lightning Location Retrieval

With the advent of high-speed digital computers, the method of chi square minimization is a highly practical means for analyzing a wide variety of (otherwise intractable) nonlinear inversion problems in applied mathematical physics. Little thought or effort is required to apply the chi square method to obtain quick and reasonable estimates of a solution, and the method offers a means to assess retrieval errors. Because the method is simple and practical it is sometimes hastily applied to problems that can be solved by formal analytic or quasi-analytic means. Presently, Global Atmospherics Inc. (GAI) finds the minimum of a chi square function to analyze time-of-arrival (TOA) and magnetic bearing data derived from the National Lightning Detection Network (NLDN); ellipsoidal Earth geometry is assumed. An analytic solution to this problem has not yet been attained, but the consideration and solving of less general problem statements might eventually lead to a final solution. In the present study, the problem of retrieving lightning ground-strike location on a spherical Earth surface using a network of 4 or more time-of-arrival (TOA) sensors is considered. It is shown that this problem has an analytic solution and therefore does not require the use of nonlinear estimation theory (such as the chi square method mentioned above). The mathematical robustness of the analytic solution is tested using computer-generated lightning sources and simulated TOA measurement errors. A quasi-analytic extension of the spherical Earth solution for an oblate spheroidal Earth geometry is considered in a related study. The incorporation of magnetic bearing information into these analytic solutions would lead to a general and elegant analytic retrieval scheme that would most likely replace the chi square estimation theory currently employed by Global Atmospherics Inc. (GAI).

Koshak, William J,↗
NASA NTRS2017

Real Time Metrics and Analysis of Integrated Arrival, Departure, and Surface Operations

A real time dashboard was developed in order to inform and present users notifications and integrated information regarding airport surface operations. The dashboard is a supplement to capabilities and tools that incorporate arrival, departure, and surface air-traffic operations concepts in a NextGen environment. As trajectory-based departure scheduling and collaborative decision making tools are introduced in order to reduce delays and uncertainties in taxi and climb operations across the National Airspace System, users across a number of roles benefit from a real time system that enables common situational awareness. In addition to shared situational awareness the dashboard offers the ability to compute real time metrics and analysis to inform users about capacity, predictability, and efficiency of the system as a whole. This paper describes the architecture of the real time dashboard as well as an initial set of metrics computed on operational data. The potential impact of the real time dashboard is studied at the site identified for initial deployment and demonstration in 2017; Charlotte-Douglas International Airport. Analysis and metrics computed in real time illustrate the opportunity to provide common situational awareness and inform users of metrics across delay, throughput, taxi time, and airport capacity. In addition, common awareness of delays and the impact of takeoff and departure restrictions stemming from traffic flow management initiatives are explored. The potential of the real time tool to inform the predictability and efficiency of using a trajectory-based departure scheduling system is also discussed.

integrated arrival departure surface operations↗