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At least 703 records · Page 39
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Method to Increase Performance of Foil Bearings Through Passive Thermal Management

This invention is a new approach to designing foil bearings to increase their load capacity and improve their reliability through passive thermal management. In the present case, the bearing is designed in such a way as to prevent the carryover of lubricant from the exit of one sector to the inlet of the ensuing sector of the foil bearing. When such passive thermal management techniques are used, bearing load capacity is improved by multiples, and reliability is enhanced when compared to current foil bearings. This concept has recently been tested and validated, and shows that load capacity performance of foil bearings can be improved by a factor of two at relatively low speeds with potentially greater relative improvements at higher speeds. Such improvements in performance with respect to speed are typical of foil bearings. Additionally, operation of these newly conceived bearings shows much more reliability and repeatable performance. This trait can be exploited in machine design to enhance safety, reliability, and overall performance. Finally, lower frictional torque has been demonstrated when operating at lower (non-load capacity) loads, thus providing another improvement above the current state of the art. The objective of the invention is to incorporate features into a foil bearing that both enhance passive thermal management and temperature control, while at the same time improve the hydrodynamic (load capacity) performance of the foil bearing. Foil bearings are unique antifriction devices that can utilize the working fluid of a machine as a lubricant (typically air for turbines and motors, liquids for pumps), and as a coolant to remove excess energy due to frictional heating. The current state of the art of foil bearings utilizes forced cooling of the bearing and shaft, which represents poor efficiency and poor reliability. This invention embodies features that utilize the bearing geometry in such a manner as to both support load and provide an inherent and passive cooling mechanism. This cooling mechanism functions in such a way as to prevent used (higher temperature) lubricant from being carried over from the exit of one sector into the entry of the next sector of the foil bearing. The disclosed innovation is an improved foil bearing design that reduces or eliminates the need for force cooling of the bearing, while at the same time improving the load capacity of the bearing by at least a factor of two. These improvements are due to the elimination of lubricant carryover from the trailing edge of one sector into the leading edge of the next, and the mixing of used lubricant with the surrounding ambient fluid.

Bruckner, Robert↗
NASA NTRS2015

Methods and Apparatuses for Signaling with Geometric Constellations in a Raleigh Fading Channel

Communication systems are described that use signal constellations, which have unequally spaced (i.e., `geometrically` shaped) points. In many embodiments, the communication systems use specific geometric constellations that are capacity optimized at a specific SNR (signal to noise ratio). In addition, ranges within which the constellation points of a capacity optimized constellation can be perturbed and are still likely to achieve a given percentage of the optimal capacity increase compared to a constellation that maximizes d (sub min) (i.e. minimum distance between constellations) are also described. Capacity measures that are used in the selection of the location of constellation points include, but are not limited to, parallel decode (PD) capacity and joint capacity.

Barsoum, Maged F.↗
NASA NTRS2017

Methods and Apparatuses for Signaling with Geometric Constellations in a Raleigh Fading Channel

Communication systems are described that use signal constellations, which have unequally spaced (i.e. `geometrically` shaped) points. In many embodiments, the communication systems use specific geometric constellations that are capacity optimized at a specific SNR, over the Raleigh fading channel. In addition, ranges within which the constellation points of a capacity optimized constellation can be perturbed and are still likely to achieve a given percentage of the optimal capacity increase compared to a constellation that maximizes d.sub.min, are also described. Capacity measures that are used in the selection of the location of constellation points include, but are not limited to, parallel decode (PD) capacity and joint capacity.

Barsoum, Maged F.↗
NASA NTRS2018

Methods and Apparatuses for Signaling with Geometric Constellations

Communication systems are described that use signal constellations, which have unequally spaced (i.e. `geometrically` shaped) points. In many embodiments, the communication systems use specific geometric constellations that are capacity optimized at a specific SNR. In addition, ranges within which the constellation points of a capacity optimized constellation can be perturbed and are still likely to achieve a given percentage of the optimal capacity increase compared to a constellation that maximizes d.sub.min, are also described. Capacity measures that are used in the selection of the location of constellation points include, but are not limited to, parallel decode (PD) capacity and joint capacity.

Barsoum, Maged F.↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

CTOP↗
NASA NTRS2018

Using an Automated Air Traffic Simulation Capability for a Parametric Study in Traffic Flow Management

Flight delays occur when demand for capacity-constrained airspace or airports exceeds predicted capacity. Demand for capacity-constrained airspace or airports can be controlled by a series of Traffic Management Initiatives (TMIs), which use departure and airborne delays, as well as pre-departure and airborne reroutes, to manage access to the constrained resources. Two systems exist in current and planned future operations to address imbalances between demand and capacity. The Collaborative Trajectory Options Program (CTOP) reduces demand to constrained resources by assigning strategic departure delay and pre-departure reroutes. Reroutes are selected from Trajectory Options Sets (TOSs) submitted by airlines. As flights approach the constrained resource, the Time-Based Flow Management System (TBFM) is used to assign tactical delay to satisfy constraints. This paper describes experiments performed to study the impact of varying levels of airline participation in CTOP via submission of TOSs on ground delay and flight time, and the impact of departure uncertainty on TBFM delays. Results suggest that as CTOP participation increases, average ground delays decrease for all airlines, but to the greatest extent for airlines participating in CTOP. A threshold in CTOP participation, which varies with the constraint capacity, is identified beyond which there is relatively little further reduction in average ground delays. Similarly, given the likely level of CTOP participation, the capacity reduction for which CTOP would be an appropriate TMI is also identified. Results also suggest that high average departure errors and high variability in departure error can make the prioritization of TBFM internal departures in TBFM metering and scheduling infeasible. Departure errors at current levels are, however, acceptable.

integrated demand management↗
NASA NTRSDate not supplied

Evaluation of Aerobic Standards for Lunar Surface Extravehicular Activities

Introduction: As NASA prepares to return to the Moon, astronauts will need to be physically primed to successfully execute Extravehicular Activities (EVA) on the Lunar surface. Compared to past Apollo missions, Artemis missions will include EVAs of increased physical demand, frequency, intensity, and duration, thus requiring adequate fitness to successfully and safely complete mission objectives. The physical demand associated with partial gravity (g) EVAs on the Moon is expected to be greater compared to microgravity EVAs based on initial workload estimation. Currently, aerobic fitness standards for partial g EVAs are not well supported by high-fidelity data and require further research for establishing standards to protect crew health and performance during Lunar surface missions. Therefore, the aim of this investigation is to characterize metabolic data from Lunar analog simulations and in-flight crew population aerobic capacity data to validate the current NASA 3001 standard for celestial partial g aerobic fitness (aerobic capacity (VO_2pk) ≥36.5ml/kg/min). Methods: In order to evaluate aerobic fitness requirements for Lunar EVAs, the following were performed: 1) preliminary analysis of long-duration (6 hr) EVA analog simulations in the Neutral Buoyancy Laboratory (NBL) and the Active Response Gravity Offload System (ARGOS) to evaluate expected metabolic rates for 1/6 g EVAs (NBL: n=1 female; ARGOS: n=1 male) and 2) assessment of the current NASA 3001 celestial surface EVA aerobic standard (aerobic capacity (VO_2pk) ≥36.5ml/kg/min) with data from an ISS astronaut population (n=30 male + 13 female) captured before and during space flight (flight day 15). Preliminary Results: Average fractional aerobic capacity during simulated EVAs were 33%±7% VO_2pk and 23.3±7% VO_2pk in the NBL and ARGOS, respectively. This was within a previously predicted 30–40% sustainable work rate. Average metabolic rates for some tasks performed in the NBL, such as traverse (40.4% VO_2pk) and ingress (47.1% VO_2pk) were higher than the predicted sustainable work range. In ARGOS, the tasks with the greatest metabolic rates were object relocation (34.2% VO_2pk) and incapacitated crew rescue (27.0% VO_2pk). Characterization of ISS crewmember aerobic capacity determined that the average preflight VO_2pk was 42.1±5.4 ml/kg/min for females and 37.5±5.4 ml/kg/min for males. At preflight, 21.5% of crewmembers were below the 36.5 ml/kg/min in-mission aerobic standard for celestial surface EVA as outlined in NASA-STD-3001. In-flight, both female and male crewmembers experienced reductions in VO_2pk (11.7% and 10.9%, respectively), such that, during the mission, 62% of crewmembers were below the standard aerobic capacity level for celestial surface EVAs. Conclusions: Our preliminary data suggest that while average metabolic rates for simulated Lunar EVA fall within the 30–40% sustainable work range, task specific metabolic rates exceed this range and may indicate that greater fitness is necessary for more strenuous tasks expected to be performed on the Lunar surface. Additionally, deconditioning due to space flight results in most crewmembers falling below the current celestial partial g EVA standard, which may increase risk to crew health and performance and completing mission objectives for surface missions. Further research is necessary in Artemis-specific analog environments to validate the current NASA-3001 aerobic standard for celestial EVAs. Additionally, work is ongoing to validate the current NASA-3001 strength standard for celestial EVAs.

N.C. Strock↗
NASA NTRS1987

Innovative design of composite structures: Use of curvilinear fiber format to improve structural efficiency

To increase the effectiveness and efficiency of fiber-reinforced materials, the use of fibers in a curvilinear rather than the traditional straightline format is explored. The capacity of a laminated square plate with a central circular hole loaded in tension is investigated. The orientation of the fibers is chosen so that the fibers in a particular layer are aligned with the principle stress directions in that layer. Finite elements and an iteration scheme are used to find the fiber orientation. A noninteracting maximum strain criterion is used to predict load capacity. The load capacities of several plates with different curvilinear fibers format are compared with the capacities of more conventional straightline format designs. It is found that the most practical curvilinear design sandwiches a group of fibers in a curvilinear format between a pair of +/-45 degree layers. This design has a 60% greater load capacity than a conventional quasi-isotropic design with the same number of layers. The +/-45 degree layers are necessary to prevent matrix cracking in the curvilinear layers due to stresses perpendicular to the fibers in those layers. Greater efficiencies are achievable with composite structures than now realized.

Hyer, M. W.↗
NASA NTRS1987

Use of curvilinear fiber format to increase structural efficiency

To increase the effectiveness and efficiency of fiber-reinforced materials, the use of fibers in a curvilinear rather than the traditional straightline format is explored. The capacity of a laminated square plate with a central circular hole loaded in tension is investigated. The orientation of the fibers is chosen so that the fibers in a particular layer are aligned with the principle stress directions in that layer. Finite elements and an iteration scheme are used to find the fiber orientation. A noninteracting maximum strain criterion is used to predict load capacity. The load capacities of several plates with different curvilinear fibers format are compared with the capacities of more conventional straightline format designs. It is found that the most practical curvilinear design sandwiches a group of fibers in a curvilinear format between a pair of +/-45 degree layers. This design has a 60 percent greater load capacity than a conventional quasi-isotropic design with the same number of layers. The +/-45 degree layers are necessary to prevent matrix cracking in the curvilinear layers due to stresses perpendicular to the fibers in those layers. Greater efficiencies are achievable with composite structures than now realized.

Hyer, M. W.↗
NASA NTRS1991

Pulmonary function in men after oxygen breathing at 3.0 ATA for 3.5 h

A complete description of pulmonary measurements obtained after continuous O2 exposure of 13 healthy men at 3.0 ATA for 3.5 h is presented. Measurements included flow-volume loops, spirometry, and airway resistance(n = 12); CO diffusing capacity (n = 11); closing volumes (n= 6); and air vs. HeO2 forced vital capacity maneuvers (n = 5). The average difference in maximum mid expiratory flows at 50 percent vital capacity on air and HeO2 was found to be significantly reduced postexposure by 18 percent. Raw and CO diffusing capacity were not changed postexposure. It is concluded that the relatively large change in forced expiratory flow at 25-75 percent of vital capacity compared with the mean forced expiratory volume in 1 s, the reduction in density dependence of flow, and the normal Raw postexposure are all consistent with flow limitation in peripheral airways as a major cause of the observed reduction in expiratory flow.

Clark, J. M.↗
NASA NTRS1993

Parallel runway requirement analysis study. Volume 1: The analysis

The correlation of increased flight delays with the level of aviation activity is well recognized. A main contributor to these flight delays has been the capacity of airports. Though new airport and runway construction would significantly increase airport capacity, few programs of this type are currently underway, let alone planned, because of the high cost associated with such endeavors. Therefore, it is necessary to achieve the most efficient and cost effective use of existing fixed airport resources through better planning and control of traffic flows. In fact, during the past few years the FAA has initiated such an airport capacity program designed to provide additional capacity at existing airports. Some of the improvements that that program has generated thus far have been based on new Air Traffic Control procedures, terminal automation, additional Instrument Landing Systems, improved controller display aids, and improved utilization of multiple runways/Instrument Meteorological Conditions (IMC) approach procedures. A useful element to understanding potential operational capacity enhancements at high demand airports has been the development and use of an analysis tool called The PLAND_BLUNDER (PLB) Simulation Model. The objective for building this simulation was to develop a parametric model that could be used for analysis in determining the minimum safety level of parallel runway operations for various parameters representing the airplane, navigation, surveillance, and ATC system performance. This simulation is useful as: a quick and economical evaluation of existing environments that are experiencing IMC delays, an efficient way to study and validate proposed procedure modifications, an aid in evaluating requirements for new airports or new runways in old airports, a simple, parametric investigation of a wide range of issues and approaches, an ability to tradeoff air and ground technology and procedures contributions, and a way of considering probable blunder mechanisms and range of blunder scenarios. This study describes the steps of building the simulation and considers the input parameters, assumptions and limitations, and available outputs. Validation results and sensitivity analysis are addressed as well as outlining some IMC and Visual Meteorological Conditions (VMC) approaches to parallel runways. Also, present and future applicable technologies (e.g., Digital Autoland Systems, Traffic Collision and Avoidance System II, Enhanced Situational Awareness System, Global Positioning Systems for Landing, etc.) are assessed and recommendations made.

Ebrahimi, Yaghoob S.↗
NASA NTRS2001

Evaluation of the National Throughput Benefits of the Civil Tilt Rotor

The air transportation system is a key part of the U.S. and global economic infrastructure. In recent years, this system, by any measure of usage - operations, enplanements, or revenue passenger miles (RPMs) - has grown rapidly. The rapid growth in demand has not been matched; however, by commensurate increases in the ability of airports and the airspace system to handle the additional traffic. As a result, the air transportation system is approaching capacity and airlines will face excessive delays or significant constraints on service unless capacity is expanded. To expand capacity, the air traffic management system must be improved. To improve the air traffic management system, the National Aeronautics and Space Administration (NASA) Aerospace Technology Enterprise developed the strategic goal of tripling air traffic throughput over the next 10 years, in all weather conditions, while at least maintaining current safety standards. As the first step in meeting that goal, the NASA Intercenter Systems Analysis Team (ISAT) is evaluating the contribution of existing programs to meet that goal. A major part of the study is an examination of the ability of the National Airspace System (NAS) to meet the predicted growth in travel demand and the potential benefits of technology infusion to expand NAS capacity. We previously analyzed the effects of the addition of two technology elements - Terminal Area Productivity (TAP) and Advanced Air Transportation Technologies (AATT). The next program we must analyze is not specific to airspace or aircraft technology. The program incorporates a fundamentally different vehicle to improve throughput: the civil tilt rotor (CTR). The CTR has the unique operating characteristic of being able to take off and land like a rotorcraft (vertical take off and landing, or VTOL, capability) but cruises like a traditional fixed-wing aircraft. The CTR also can operate in a short take off and landing (STOL) mode; generally, with a greater payload capacity (i.e., more passengers) than when operating in the VTOL mode. CTR could expand access to major airports without interfering with fixed-wing aircraft operating on congested runways and it could add service to new markets without the infrastructure support needed for fixed-wing aircraft. During FY 1999, we preliminarily assessed the feasibility of operating CTRs at two major U.S. airports as part of the annual review of NASA aerospace goals by the ISAT. This current study expands the analysis and concepts of that study to the complete NAS to quantify the national throughput effects of the CTR.

Johnson, Jesse↗
NASA NTRS2002

Use of Satellite Data Assimilation to Infer Land Surface Thermal Inertia

There are two important but observationally uncertain parameters in the grid averaged surface energy budgets of mesoscale models - surface moisture availability and thermal heat capacity. A technique has been successfully developed for assimilating Geostationary Operational Environmental Satellite (GOES) skin temperature tendencies during the mid-morning time frame to improve specification of surface moisture. In a new application of the technique, the use of satellite skin temperature tendencies in early evening is explored to improve specification of the surface thermal heat capacity. Together, these two satellite assimilation constraints have been shown to significantly improve the characterization of the surface energy budget of a mesoscale model on fine spatial scales. The GOES assimilation without the adjusted heat capacity was run operationally during the International H2O Project on a 12-km grid. This paper presents the results obtained when using both the moisture availability and heat capacity retrievals in concert. Preliminary results indicate that retrieved moisture availability alone improved the verification statistics of 2-meter temperature and dew point forecasts. Results from the 1.5 month long study period using the bulk heat capacity will be presented at the meeting.

Lapenta, William↗
NASA NTRS2000

A Vision of the Future Air Traffic Control System

The air transportation system is on the verge of gridlock, with delays and cancelled flights this summer reaching all time highs. As demand for air transportation continues to increase, the capacity needed to accommodate the growth in traffic is falling farther and farther behind. Moreover, it has become increasingly apparent that the present system cannot be scaled up to provide the capacity increases needed to meet demand over the next 25 years. NASA, working with the Federal Aviation Administration and industry, is pursuing a major research program to develop air traffic management technologies that have the ultimate goal of doubling capacity while increasing safety and efficiency. This seminar will describe how the current system operates, what its limitations are and why a revolutionary "shift in paradigm" is needed to overcome fundamental limitations in capacity and safety. For the near term, NASA has developed a portfolio of software tools for air traffic controllers, called the Center-TRACON Automation System (CTAS), that provides modest gains in capacity and efficiency while staying within the current paradigm. The outline of a concept for the long term, with a deployment date of 2015 at the earliest, has recently been formulated and presented by NASA to a select group of industry and government stakeholders. Automated decision making software, combined with an Internet in the sky that enables sharing of information and distributes control between the cockpit and the ground, is key to this concept. However, its most revolutionary feature is a fundamental change in the roles and responsibilities assigned to air traffic controllers.

Erzberger, Heinz↗
NASA NTRS2006

Validating the Airspace Concept Evaluation System for Different Weather Days

This paper extends the process for validating the Airspace Concept Evaluation System using real-world historical flight operational data. System inputs such as flight plans and airport en-route capacities, are generated and processed to create a realistic reproduction of a single day's operations within the National Airspace System. System outputs such as airport throughput, delays, and en-route sector loads are then compared to real world operational metrics and delay statistics for the reproduced day. The process is repeated for 4 historical days with high and low traffic volume and delay attributed to weather. These 4 days are simulated using default en-route capacities and variable en-route capacities used to emulate weather. The validation results show that default enroute capacity simulations are closer to real-world data for low weather days than high weather days. The use of reduced variable enroute capacities adds a large delay bias to ACES but delay trends between weather days are better represented.

Zelinski, Shannon↗
NASA NTRS2009

Superconducting Hot-Electron Submillimeter-Wave Detector

A superconducting hot-electron bolometer has been built and tested as a prototype of high-sensitivity, rapid-response detectors of submillimeter-wavelength radiation. There are diverse potential applications for such detectors, a few examples being submillimeter spectroscopy for scientific research; detection of leaking gases; detection of explosive, chemical, and biological weapons; and medical imaging. This detector is a superconducting-transition- edge device. Like other such devices, it includes a superconducting bridge that has a low heat capacity and is maintained at a critical temperature (T(sub c)) at the lower end of its superconducting-transition temperature range. Incident photons cause transient increases in electron temperature through the superconducting-transition range, thereby yielding measurable increases in electrical resistance. In this case, T(sub c) = 6 K, which is approximately the upper limit of the operating-temperature range of silicon-based bolometers heretofore used routinely in many laboratories. However, whereas the response speed of a typical silicon- based laboratory bolometer is characterized by a frequency of the order of a kilohertz, the response speed of the present device is much higher characterized by a frequency of the order of 100 MHz. For this or any bolometer, a useful figure of merit that one seeks to minimize is (NEP)(tau exp 1/2), where NEP denotes the noise-equivalent power (NEP) and the response time. This figure of merit depends primarily on the heat capacity and, for a given heat capacity, is approximately invariant. As a consequence of this approximate invariance, in designing a device having a given heat capacity to be more sensitive (to have lower NEP), one must accept longer response time (slower response) or, conversely, in designing it to respond faster, one must accept lower sensitivity. Hence, further, in order to increase both the speed of response and the sensitivity, one must make the device very small in order to make its heat capacity very small; this is the approach followed in developing the present device.

Karasik, Boris↗
NASA NTRS2010

Cruise-Efficient Short Takeoff and Landing (CESTOL): Potential Impact on Air Traffic Operations

The National Aeronautics and Space Administration (NASA) is investigating technological and operational concepts for introducing Cruise-Efficient Short Takeoff and Landing (CESTOL) aircraft into a future US National Airspace System (NAS) civil aviation environment. CESTOL is an aircraft design concept for future use to increase capacity and reduce emissions. CESTOL provides very flexible takeoff, climb, descent and landing performance capabilities and a high-speed cruise capability. In support of NASA, this study is a preliminary examination of the potential operational impact of CESTOL on airport and airspace capacity and delay. The study examines operational impacts at a subject site, Newark Liberty Intemational Airport (KEWR), New Jersey. The study extends these KEWR results to estimate potential impacts on NAS-wide network traffic operations due to the introduction of CESTOL at selected major airports. These are the 34 domestic airports identified in the Federal Aviation Administration's Operational Evolution Plan (OEP). The analysis process uses two fast-time simulation tools to separately model local and NAS-wide air traffic operations using predicted flight schedules for a 24-hour study period in 2016. These tools are the Sen sis AvTerminal model and NASA's Airspace Concept Evaluation System (ACES). We use both to simulate conventional-aircraft-only and CESTOL-mixed-with-conventional-aircraft operations. Both tools apply 4-dimension trajectory modeling to simulate individual flight movement. The study applies AvTerminal to model traffic operations and procedures for en route and terminal arrival and departures to and from KEWR. These AvTerminal applications model existing arrival and departure routes and profiles and runway use configurations, with the assumption jet-powered, large-sized civil CESTOL aircraft use a short runway and standard turboprop arrival and departure procedures. With these rules, the conventional jet and CESTOL aircraft are procedurally separated from each other geographically and in altitude during tenninal airspace approach and departure operations, and each use a different arrival runway. AvTeminal implements its unique Focal-point Scheduling Process to sequence, space and delay aircraft to resolve spacing and overtake conflicts among flights in the airspace and airport system serving KEWR. This Process effectively models integrated arrival and departure operations. AvTerminal assesses acceptance rates and delay magnitude and causality at selected locations, including en route outer boundary fixes, tenninal airspace arrival and departure boundary fixes, terminal airspace arrival merge and departure diverge fixes, and runway landing and takeoff runways. The analysis compares the resulting capacity impacts, flight delays and delay sources between CESTOL and conventional KEWR operations. AvTerminal quantitative results showed that CESTOL has significant capability to increase airport arrival acceptance rates (35-40% at KEWR) by taking advantage of otherwise underused airspace and runways where available. The study extrapolates the AvTerminal-derived KEWR peak arrival and departure acceptance rates to estimate capacity parameter values for each of the OEP airports in the ACES modeling of traffic through the entire NAS network. The extrapolations of acceptance rates allow full, partial or no achievement of CESTOL capacity gains at an OEP airport as determined by assessments of the degree to which local procedures allow leveraging of CESTOL capabilities. These assessments consider each OEP airport's runway geometries, runway system configurations, airport and airspace operations, and potential CESTOL traffic loadings. The ACES modeling, simulates airport and airspace spacing constraints imposed by airport runway system, terminal and en route air traffic control and traffic flow management operations using airport acceptance rates representing conventional-aircraft-only and CESTOL-mixed operations. CEOL aircraft are assumed to have Mach 0.8, and alternatively Mach 0.7, cruise speeds to examine compatibility with conventional aircraft operations in common airspace. The ACES results provides estimates of CESTOL delay impact NAS-wide and at OEP airports due to changes in OEP airport acceptance rates and changes in en route airspace potential conflict rates. Preliminary results show meaningful nationwide delay reductions (20%) due to CESTOL operations at 34 major domestic airports.

Couluris, G. J.↗
NASA NTRS2009

Memory Technologies and Data Recorder Design

Missions, both near Earth and deep space, are under consideration that will require data recorder capacities of such magnitude as to be unthinkable just a few years ago. Concepts requiring well over 16,000 GB of storage are being studied. To achieve this capacity via "normal means" was considered incredible as recently as 2004. This paper is presented in two parts. Part I describes the analysis of data recorder capacities for missions as far back as 35 years and provides a projection of data capacities required 20 years from now based upon missions either nearing launch, or in the planning stage. The paper presents a similar projection of memory device capacities as baselined in the ITRS - the International Technology Roadmap for Semiconductors. Using known Total Ionizing Dose tolerance going back as far as a decade, a projection of total dose tolerance is made for two prime technologies out to the year 2028.

Strauss, Karl F↗