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NASA NTRS2021

Analysis of Impacts of Terminal Restrictions on Departures in D10 TRACON

The D10 – Dallas-Fort Worth Terminal Radar Approach CONtrol (TRACON) is an air traffic facility that controls and manages aircraft and airspace that consists of multiple airports located in the North Texas area. From an air traffic management standpoint, one of the main challenges in the D10 TRACON is the departure fix capacity as multiple airports compete for resources. This problem is magnified when en route demand/capacity imbalance and inclement weather around the TRACON reduce the capacity at the terminal fixes. This leads to multiple, dynamic Traffic Management Initiative (TMI) restrictions being issued by the Air Traffic Control (ATC) on departing flights. This, in turn, propagates delay to the surface of each airport within the metroplex. The NASA Airspace Technology Demonstration 2 (ATD-2) Phase 3 is deployed in D10 to demonstrate new technologies developed to manage the Integrated Arrival, Departure, and Surface (IADS) traffic in a metroplex environment where multiple airports are interacting and sharing resources at the terminal boundary. This paper uses the ATD-2 terminal restriction data collected in the D10 TRACON to quantify the impact of restrictions on the demand, analyze the relation between terminal restrictions and departure taxi time on airport surface, and establish relationships between restrictions and surface delay. We found that the restrictions on departure flights have a direct adverse effect on departure excess taxi time on the airport surface.

ATD-2↗

NASA NTRSDate not supplied

Current Status of NASA’s Low-Cost Optical Terminal (LCOT) at Goddard Space Flight Center

This paper provides the status of ongoing work at NASA-Goddard Space Flight Center (GSFC) to build a low-cost flexible ground terminal for optical communication. For laser communication to be cost-effective for future missions, a global network of flexible optical terminals must be put in place. There is a need for a single ground terminal design capable of supporting multiple missions ranging from LEO to lunar distances. NASA’s Low-Cost Optical Terminal (LCOT) has a single modular design that can be quickly reconfigured to support different laser communications missions. The LCOT prototype uses a 70cm commercially available telescope designed with optical and quantum communications in mind. This telescope is currently being integrated with a state-of-the-art adaptive optics system, and novel high-power laser amplifier demonstrate its utility as an optical communications receiver by receiving a downlink from the recently launched Laser Communication Relay Demonstration (LCRD). LCOT uses commercially available components wherever possible, and where commercial options are not available, the LCOT team works with vendors to create commercial options. This paper discusses the development progress for the blueprint of NASA’s future global ground terminal network.

Laser communications↗

NASA NTRSDate not supplied

Initial Test Results for NASA Goddard’s Low-Cost Optical Terminal Adaptive Optics System

This presentation presents the testing approach and initial laboratory test results of the Adaptive Optics (AO) Subassembly (AOS) for the Low-Cost Optical Terminal (LCOT), a low-cost and flexible optical communications ground terminal. Leveraging commercial components and subassemblies wherever possible, LCOT is being developed by the NASA Goddard Space Flight Center (GSFC) Advanced Communications Capabilities for Exploration and Science Systems (ACCESS) project. An economical ground terminal allows NASA to create a global optical terminal network and enables the expansion of direct-to-Earth (DTE) optical communications. Located at the Goddard Geophysical and Astronomical Observatory (GGAO), LCOT is in the development phase and will receive first light during initial testing beginning in 2023. This new optical terminal includes a 700 mm Ritchey-Chretien commercial telescope, able to track Low Earth Orbit (LEO) spacecraft, receive instruments specified from 1500 - 1600 nm, and an uplink transmit optical system. Demodulation of optical coherent modulation formats requires downlink signal coupling into single-mode fiber. Due to atmospheric turbulence, signals experience wavefront distortions creating speckle patterns larger than the fiber core and high jitter requiring precise beam steering. AO is necessary to correct atmospheric turbulence effects and allow efficient coupling of received signals. In 2020, GSFC contracted with General Atomics to provide the LCOT AO system. This system has been delivered to GSFC in September 2021 and has been tested in laboratory to evaluate performance. This paper describes the laboratory testing approach, turbulence phase plate design, test results, and the AO field testing plan when installed on the LCOT telescope.

Adaptive Optics↗

DOE OSTI2025

Unraveling Enhanced Superconductivity in Single-Layer FeSe through Substrate Surface Terminations

Single-layer FeSe on SrTiO 3 (001) substrates shows a superconducting transition temperature much higher than that of bulk FeSe, which has been attributed to factors such as electron doping, interfacial electron–phonon coupling, and electron correlations. To pinpoint the primary driver, we grew single-layer FeSe films on SrTiO 3 (001) substrates with coexisting TiO 2 and SrO surface terminations. Scanning tunneling spectroscopy revealed a larger superconducting gap (17.0 meV) on the TiO 2 -termination than on the SrO-termination (10.5 meV). Tunneling spectroscopy also showed a larger work function on the SrO surface, resulting in reduced charge transfer to FeSe, as confirmed by angle-resolved photoemission spectroscopy. Scanning transmission electron microscopy further revealed distinctive interfacial atomic-scale structures, with the Se–Fe–Se tetrahedral angle changing from 109.5° on the SrO-termination to 104.9° on the TiO 2 -termination. Compared to dynamical mean field theory calculations, our results indicate that enhanced superconductivity in single-layer FeSe/TiO 2 arises from optimal electron correlations, in addition to sufficient charge transfer from the substrate.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

DOE OSTI2026

High-Voltage DC MULTI-terminal SIMulation (HVDC MULTISIM): Technical Program Summary

Expansion of the power grid in the USA is essential to fulfilling the rising energy demand of the country. In particular, the transmission grid, a network of electrical energy corridors that enable the flow of large amounts of energy from the point of generation to the point of consumption, needs significant expansion to cater to this growth of electrification. The current infrastructure is also dated, and any new transmission corridor should be based on a vision of building a modern infrastructure that is futureproof. High voltage DC (HVDC) transmission technology falls in this category: it is the most economical way to build large transmission lines and relies on sophisticated electronics and flexible controls, rather than just passive components like switchgear and transformers. This project is aimed at establishing the technical and economic feasibility of a network of HVDC lines that are interconnected to form a multi-terminal DC network. HVDC transmission is not a new technology and United States has a number of such lines; however, these are point to point transmissions and do not form a DC grid. Modeling and analyzing DC grids is challenging since there are no established modeling tools and the traditional ways of modeling AC grids fall short of providing the fidelity required the fast dynamics of the DC grid. This project aims to build a software-in-the-loop simulator for a multi-terminal HVDC grid, called MULTISIM and, establish new control and protection algorithms to operate such a connected DC system. NLR, a key partner, established the core framework of the MULTISIM simulator and validated its functionality. The GE Vernova team, created a full-scale model of a four-terminal HVDC network using PSCAD (Power Systems Computer Aided Design) software and established the baseline performance of the system during normal and fault operation. The project was started on 10/12024 with a kick-off meeting held on 12/11/2024 and ran through two quarters till termination. All the tasks, milestones and deliverables during this period were met. Several interim reports detailing the various tasks were submitted. The following sections provide details on the completed tasks till the project pause and termination after Q2.

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRS1972

Ice crystal terminal velocities

Terminal velocities of different ice crystal forms were calculated using the most recent ice crystal drag coefficients, aspect ratios, and densities. The equations derived were primarily for use in calculating precipitation rates by sampling particles with an aircraft in cirrus clouds, and determining particle size in cirrus clouds by Doppler radar. However, the equations are sufficiently general for determining particle terminal velocity at any altitude, and most any crystal type. Two sets of equations were derived. The general equations provide a good estimate of terminal velocities at any altitude. The specific equations are a set of equations for ice crystal terminal velocities at 1000 mb. The calculations are in good agreement with terminal velocity measurements. The results from the present study were also compared to prior calculations by others and seem to give more reasonable results, particularly at higher altitudes.

Heymsfield, A.↗

NASA NTRS1972

Ice crystal terminal velocities.

Terminal velocities of different ice crystal forms were calculated, using the most recent ice crystal drag coefficients, aspect ratios, and densities. The equations derived were primarily for use in calculating precipitation rates by sampling particles with an aircraft in cirrus clouds, and determining particle size in cirrus clouds by Doppler radar. However, the equations are sufficiently general for determining particle terminal velocity at any altitude, and almost any crystal type. Two sets of equations were derived. The 'general' equations provide a good estimate of terminal velocities at any altitude. The 'specific' equations are a set of equations for ice crystal terminal velocities at 1000 mb. The calculations are in good agreement with terminal velocity measurements. The results from the present study were also compared to prior calculations by others and seem to give more reasonable results, particularly at higher altitudes.

Heymsfield, A.↗

NASA NTRS1973

Terminal guidance system

A terminal guidance system is described including a heading command subsystem and a glide-slope command subsystem which develop command signals for use in guiding an aircraft or other vehicle into a preselected heading and/or altitude at a terminal point. The heading command subsystem is responsive to certain input data and continuously develops command signals for use in directing the aircraft from a remote location to a terminal point so that upon arrival it has a preselected terminal heading. The glide-slope command subsystem is responsive to certain other input data and continuously develops command signals for use in controlling the rate of descent of the aircraft so that it will have a preselected altitude and glide-slope upon arrival at the terminal.

Gee, S. W.↗

NASA NTRS1984

Numerical simulation of flow through inlets/diffusers with terminal shocks

Two-dimensional Euler and Navier-Stokes solutions of the flow through three inlet/diffuser configurations with terminal shock systems are reported. Calculations without bleed indicate that the terminal shock location is very sensitive to the outflow back pressure. For cases where there are no available experimental results, it becomes difficult to estimate the back pressure that will result in a terminal shock. Estimates based on quasi-one-dimensional analysis are not found adequate for complex two-dimensional flows. It is found that since the flow downstream of the terminal shock is subsonic, and what happens at the outflow boundary affects the flow inside the inlet, enough of the subsonic diffuser must be modeled to accurately predict the terminal shock region. The diffuser portion should be fairly long with the outflow boundary occurring in a region of more or less uniform flow to be able to prescribe a uniform back pressure. The third configuration studied was investigated with and without incorporating bleed in the code. It is found that the use of bleed stabilizes the shock location and allows solutions which without bleed result in unstarting of the inlet. Comparisons are made with available experimental data.

Talcott, N. A., Jr.↗

NASA NTRS1992

The link evaluation terminal for the advanced communications technology satellite experiments program

The experimental NASA satellite, Advanced Communications Technology Satellite (ACTS), introduces new technology for high throughput 30 to 20 GHz satellite services. Contained in a single communication payload is both a regenerative TDMA system and multiple 800 MHz 'bent pipe' channels routed to spot beams by a switch matrix. While only one mode of operation is typical during any experiment, both modes can operate simultaneously with reduced capability due to sharing of the transponder. NASA-Lewis instituted a ground terminal development program in anticipation of the satellite launch to verify the performance of the switch matrix mode of operations. Specific functions are built into the ground terminal to evaluate rain fade compensation with uplink power control and to monitor satellite transponder performance with bit error rate measurements. These functions were the genesis of the ground terminal's name, Link Evaluation Terminal, often referred to as LET. Connectors are included in LET that allow independent experimenters to run unique modulation or network experiments through ACTS using only the RF transmit and receive portions of LET. Test data indicate that LET will be able to verify important parts of ACTS technology and provide independent experimenters with a useful ground terminal. Lab measurements of major subsystems integrated into LET are presented. Bit error rate is measured with LET in an internal loopback mode.

May, Brian D.↗

NASA NTRS1992

The Link Evaluation Terminal for the Advanced Communications Technology Satellite Experiments Program

May, Brian D.↗

NASA NTRS1992

SCAILET - An intelligent assistant for satellite ground terminal operations

Space communication artificial intelligence for the link evaluation terminal (SCAILET) is an experimenter interface to the link evaluation terminal (LET) developed by NASA through the application of artificial intelligence to an advanced ground terminal. The high-burst-rate (HBR) LET provides the required capabilities for wideband communications experiments with the advanced communications technology satellite (ACTS). The HBR-LET terminal consists of seven major subsystems and is controlled and monitored by a minicomputer through an IEEE-488 or RS-232 interface. Programming scripts configure HBR-LET and allow data acquisition but are difficult to use and therefore the full capabilities of the system are not utilized. An intelligent assistant module was developed as part of the SCAILET module and solves problems encountered during configuration of the HBR-LET system. This assistant is a graphical interface with an expert system running in the background and allows users to configure instrumentation, program sequences and reference documentation. The simplicity of use makes SCAILET a superior interface to the ASCII terminal and continuous monitoring allows nearly flawless configuration and execution of HBR-LET experiments.

Shahidi, A. K.↗

NASA NTRS1993

Plasma waves as indicators of the termination shock

The plasma wave receivers on the Voyager spacecraft will likely provide indicators of both the actual crossing of the termination shock as well as precursors of the shock crossing. Since the electron foreshock can extend considerable distances upstream of the termination shock, the detection of these waves can provide as many as several weeks warning that a crossing of the termination shock is imminent. Electrostatic turbulence associated with planetary bow shocks themselves is also an expected feature of the solar wind termination shock and will provide an important signature with which to identify the shock and to provide information on its thickness and fundamental processes. Both upstream Langmuir waves and electrostatic wave turbulence can often be found in conjunction with interplanetary shocks, although the generally weaker nature of these shocks often leads to weaker plasma wave signatures than observed at planetary bow shocks. We demonstrate with Voyager observations that the amplitudes expected for each of these phenomena are well within the range of detectability by the Voyager plasma wave receiver even for termination shock distances exceeding 100 AU.

Kurth, W. S.↗

NASA NTRS1994

Motion of the heliospheric termination shock. 4: MHD effects

In this paper we generalize earlier gasdynamic analyses of the motion of the heliospheric termination shock in response to upstream disturbances (Barnes, 1993, 1994; Naidu and Barnes, 1994), to include magnetohydrodynamic (MHD) phenomena. We assume that the termination shock is a strong, perpendicular shock and that the initial upstream disturbance is a tangential discontinuity. The resulting configuration after the interaction is very similar to that in the gasdynamic models after an interaction with a contact discontinuity or interplanetary shock, and for an increase (decrease) in dynamic pressure consists of an outward (inward) propagating termination shock and an outward propagating shock (MHD rarefraction wave) that carries the signal of the disturbance into the far downstream plasma. The plasma immediately behind the new termination shock is separated from the downstream signal by a tangential discontinuity. The results of the model show that the speed of the new termination shock depends mainly on the magnitude of the change in dynamic pressure and are typically of order approximately 100 km/s, comparable to the results of the gasdynamic models.

Naidu, Kamcilla↗

NASA NTRS1995

MSAT aeronautical mobile satellite communications terminal development

CAL has undertaken the development of a new aeronautical mobile terminal for the North American MSAT market. The terminal is to meet the MSAT standard and is aimed in particular at the 300,000 general aviation and business aircraft in North America. The terminals are therefore relatively low cost and small in size when compared to those currently being produced for larger airline aircraft. The terminal incorporates a top mounted mechanical steered antenna and a unique antenna steering subsystem. An overview of the terminal design is presented.

Sutherland, C. A.↗

NASA NTRS1994

Motion of the Heliospheric Termination Shock: MHD Effects - 4

In this paper we generalize earlier gasdynamic analyses of the motion of the heliospheric termination shock in response to upstream disturbances to include magnetohydrodynamic (MHD) phenomena. We assume that the termination shock is a strong, perpendicular shock and that the initial upstream disturbance is a tangential discontinuity. The resulting configuration after the interaction is very similar to that in the gasdynamic models after an interaction with a contact discontinuity or interplanetary shock, and for an increase (decrease) in dynamic pressure consists of an outward (inward) propagating termination shock and an outward propagating shock (MHD rarefaction wave) that carries the signal of the disturbance into the far downstream plasma. The plasma immediately behind the new termination shock is separated from the downstream signal by a tangential discontinuity. The results of the model show that the speed of the new termination shock depends mainly on the magnitude of the change in dynamic pressure and are typically of order -100 km/s, comparable to the results of the gasdynamic models.

Naidu, Kamcilla↗

NASA NTRS1995

Motion of the Heliospheric Termination Shock at High Heliographic Latitude

We expect the mean distance of the heliospheric termination shock to be greater (smaller) at polar latitudes than at equatorial latitudes, depending on whether the mean dynamic pressure of the solar wind is greater or smaller at high latitudes. The heliospheric termination shock is expected to move in response to variation in upstream solar wind conditions, so that at any particular instant the termination shock will resemble a distorted asymmetric balloon with some parts moving inward and others moving outward. If the shock is a gasdynamic or magnetohydrodynamic shock the results of the analysis depend only very weakly on the nature of the upstream disturbance; typical speeds of the disturbed shock are approximately 100 to 200 km/s. In the absence of a significant latitude gradient of the typical magnitude of solar wind disturbances typical motions of the disturbed shock at polar latitudes would be about twice as fast, due to the higher speed of the high-latitude wind. If the dynamics of the termination shock are dominated by acceleration of the anomalous component of the cosmic rays, the motion of the shock in response to a given disturbance is substantially slower than in the gasdynamic case. Conceivably, particle acceleration might be a less important effect at higher latitudes, and we envision the possibility of a termination shock that is dominated by particle acceleration at lower latitudes and is an MHD shock at high latitudes. In this event high latitude solar wind disturbances would produce substantially larger inward and outward motions of the shock in the polar regions.

Barnes, Aaron↗

NASA NTRS1961

An Automatic Terminal Guidance System for Rendezvous with a Satellite

This study includes a consideration of the design philosophy for an automatic terminal guidance system, a derivation of guidance equations required, and an outline of the general type of instrumentation necessary to provide the essential information. A control system for a sample vehicle is analyzed. A representative case, rendezvous with a satellite in circular orbit at 400 nautical miles, was examined. Terminal-stage nominal burning times of 200 and 400 seconds were used. For the 200-second case, initial errors in circumferential displacement of +/- 25,000 feet, in radial displacement of 7,000 to -9,000 feet, and in lateral displacement of +/- 20,000 feet were within the capabilities of the system. Velocity errors of 300 to -400 ft/sec in the circumferential direction, 180 to -200 ft/sec in the radial direction, and velocity offsets of at least 20 (+/- 800 ft/sec) in the lateral direction could also be handled. The 400-second case was capable of correcting larger errors, but limits were not determined. The dependence of required characteristic velocity on initial errors was determined and it was found that increases over the nominal terminal-stage characteristic velocity of the order of 15 percent covered most of the previously mentioned in-plane errors. The requirements were more severe for cases with lateral velocity offsets. A simplified set of guidance equations was tested and produced only slight variations in performance. Overall velocity requirements and mass ratios were determined for terminal-stage burning times of 100, 200, 300, and 400 seconds and for a range of transfer angles by using exact calculations for the terminal stage and an impulsive launching velocity. These results indicated that the shortest burning time consistent with the launch guidance errors expected gave the best mass ratio.

Carney, Terrance M.↗