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At least 757 records · Page 42

Geomagnetic activity during the passage of the earth through Halley's tail in 1910

The magnetic disturbance expected when the earth passed through the center of Comet Halley's tail in 1910 apparently occurred 12 hr too early. A detailed study of the records reveals that the discrepancy is due to a change in the convention for determining the start of the day. The magnetic disturbance did in fact arrive at the expected time and no unusual aberration of the solar wind need be invoked to explain the timing. The disturbance consisted of two troughs in the horizontal component of the earth's magnetic field, separated by about 14 hr, presumably associated with wakes in the solar wind momentum flux on either side of the ion tail. The disturbance was independent of latitude, indicating that the responsible current system flowed far above the earth's surface. After the comet's passage the magnetosphere was left in a mildly disturbed condition, with a weak ring current present.

Russell, C. T.↗

Biasing errors and corrections

The dependence of laser velocimeter measurement rate on flow velocity is discussed. Investigations outlining that any dependence is purely statistical, and is nonstationary both spatially and temporally, are described. Main conclusions drawn are that the times between successive particle arrivals should be routinely measured and the calculation of the velocity data rate correlation coefficient should be performed to determine if a dependency exists. If none is found, accept the data ensemble as an independent sample of the flow. If a dependency is found, the data should be modified to obtain an independent sample. Universal correcting procedures should never be applied because their underlying assumptions are not valid.

Meyers, James F.↗

Ulysses navigation

Ulysses, a cooperative NASA and ESA project, measures charged and neutral particles, magnetic fields, and electromagnetic wave emissions from the Sun's polar regions and the out of elliptic heliospheric environment. ESA supplied the spacecraft and one half of the instruments, and is in control of the spacecraft and its attitude. NASA supplied the power supply, one half of the instruments, the launch vehicle, and tracks the spacecraft and performs the navigation. Orbit determination results mapped to the time of Jupiter's arrival show improved accuracy and consistency over the course of the mission to date. Solar radiation pressure model uncertainties are major contributors to orbit determination errors, but are being estimated more accurately as data are accumulated.

Gordon, H. J.↗

The X-ray selected cataclysmic variables H0459 + 246 and H0857 - 242

We report the discovery of two cataclysmic variables located with the assistance of X-ray positions from the HEAO 1 Modulation Collimator and the Large-Area Sky Survey. Each case is distinguished by evidence of two periodic modulations that appear to represent the orbital period and the spin period of the white dwarf, respectively. The first case, H0459 + 246, has been observed optically during faint states (V approximately 16), in which there are spectral features of both an accretion disk and a K star. The light curves in the V and I bands are consistent with ellipsoidal variations in the secondary stars with a binary period of 9.952 hr. X-ray observations with EXOSAT reveal a strong pulsation with a period approximately 62 minutes. This result confirms an 'intermediate polar' classification for H0459 + 246. The pulsation is observed at 63.2 minutes in the optical I band. The long orbital period opens the possibility that H0459 + 246 is a relatively young intermediate polar that might evolve into a polar. The second case, H0857--242, shows radial velocity modulations at 1.78 hr along with photometric variations at a period approximately 49 minutes. The latter are observed only during the decay phase of dwarf nova outbursts (13 less than V less than 17), which apparently recur frequently. Given the lack of X-ray monitoring observations and the absence of proof that the 49 minute periodicity is coherent over long time-scales, we regard H0857--242 as a candidate intermediate polar. Photographic records from th e Harvard Observatory Plate Library further reveal superoutbursts for H0857--242 (V approximately 11). A bright X-ray source that is both an intermediate polar and a continually cycling dwarf nova may provide an effective means of measuring the time delay for the arrival of accreting matter at the white dwarf surface, relative to the onset of optical brightening.

Remillard, R. A.↗

Modeling Chandra Space Environment

This paper describes the development of an environmental risk-mitigation tool for the Chandra X-ray Observatory's Advanced CCD Imaging Spectrometer (ACIS). Because exposure to 100-200 keV protons appears to have degraded the front-illuminated CCD's charge transfer inefficiency (CTI), an accurate tool for predicting encounters with magnetospheric regions rich in these particles is required. We implement standard models to predict bow-shock, magnetopause, and plasma-sheet boundaries. Using these models and solar-wind databases compiled from IMP-8 and ACE measurements, we then calculate the probability that Chandra is located in one of these regions, along with predicted particle flux, to arrive at appropriate safing times for the ACIS detector. Finally, we validate this tool by comparing the model's boundary-crossing and proton flux predictions with measurements from Chandra's on-board particle detector and with data from other spacecraft operating in the Earth's magnetosphere.

Blackwell, W. C.↗

Dynamic posture analysis of Spacelab-1 crew members

Dynamic posture testing was conducted on the science crew of the Spacelab-1 mission on a single axis linear motion platform. Tests took place in pre- and post-flight sessions lasting approximately 20 min each. The pre-flight tests were widely spaced over the several months prior to the mission while the post-flight tests were conducted over the first, second, fourth, and sixth days after landing. Two of the crew members were also tested on the day of landing. Consistent with previous postural testing conducted on flight crews, these crew members were able to complete simple postural tasks to an acceptable level even in the first few hours after landing. Our tests were designed to induce dynamic postural responses using a variety of stimuli and from these responses, evaluate subtle changes in the postural control system which had occurred over the duration of the flight. Periodic sampling post-flight allowed us to observe the time course of readaptation to terrestrial life. Our observations of hip and shoulder position, when subjected to careful analysis, indicated modification of the postural response from pre- to post-flight and that demonstrable adjustments in the dynamic control of their postural systems were taking place in the first few days after flight. For transient stimuli where the platform on which they were asked to stand quickly moved a few centimeters fore or aft then stopped, ballistic or open loop 'programs' would closely characterize the response. During these responses the desired target position was not always achieved and of equal importance not always properly corrected some 15 seconds after the platform ceased to move. The persistent observation was that the subjects had a much stronger dependence on visual stabilization post-flight than pre-flight. This was best illustrated by a slow or only partial recovery to an upward posture after a transient base-of-support movement with eyes open. Postural responses to persistent wideband pseudorandom base-of-support translation were modeled as time invarient linear systems arrived at by Kalman adaptive filter techniques. Derived model parameters such as damping factor and fundamental frequency of the closed loop system showed significant modification between pre- and post-flight. This phenomenon is best characterized by movement of the poles toward increasing stability. While pre-flight data tended to show shoulders and hips moving in phase with each other, post-flight data showed a more disjoint behavior.(ABSTRACT TRUNCATED AT 400 WORDS).

Non-NASA Center↗

Development of the Surface Management System Integrated with CTAS Arrival Tools

The Surface Management System (SMS) developed by NASA Ames Research Center in coordination with the Federal Aviation Administration (FAA) is a decision support tool to help tower traffic coordinators and Ground/Local controllers in managing and controlling airport surface traffic in order to increase capacity, efficiency, and flexibility. SMS provides common situation awareness to personnel at various air traffic control facilities such as airport traffic control towers (ATCT s), airline ramp towers, Terminal Radar Approach Control (TRACON), and Air Route Traffic Control Center (ARTCC). SMS also provides a traffic management tool to assist ATCT traffic management coordinators (TMCs) in making decisions such as airport configuration and runway load balancing. The Build 1 of the SMS tool was installed and successfully tested at Memphis International Airport (MEM) and received high acceptance scores from ATCT controllers and coordinators, as well as airline ramp controllers. NASA Ames Research Center continues to develop SMS under NASA s Strategic Airspace Usage (SAU) project in order to improve its prediction accuracy and robustness under various modeling uncertainties. This paper reports the recent development effort performed by the NASA Ames Research Center: 1) integration of Center TRACON Automation System (CTAS) capability with SMS and 2) an alternative approach to obtain airline gate information through a publicly available website. The preliminary analysis results performed on the air/surface traffic data at the DFW airport have shown significant improvement in predicting airport arrival demand and IN time at the gate. This paper concludes with recommendations for future research and development.

Jung, Yoon C.↗

Tennessee Valley Total and Cloud-to-Ground Lightning Climatology Comparison

The North Alabama Lightning Mapping Array (NALMA) has been in operation since 2001 and consists often VHF receivers deployed across northern Alabama. The NALMA locates sources of impulsive VHF radio signals from total lightning by accurately measuring the time that the signals arrive at the different receiving stations. The sources detected are then clustered into flashes by applying spatially and temporally constraints. This study examines the total lightning climatology of the region derived from NALMA and compares it to the cloud-to-ground (CG) climatology derived from the National Lightning Detection Network (NLDN) The presentation compares the total and CG lightning trends for monthly, daily, and hourly periods.

Buechler, Dennis↗

A Concept for Flexible Operations and Optimized Traffic into Metroplex Regions

A "Flexible Flight Operations" concept for airport metroplexes was studied. A flexible flight is one whose destination airport is not assigned until a threshold is reached near the arrival area at which time the runway which reduces overall delay is assigned. The concept seeks to increase throughput by exploiting flexibility. The quantification of best-case benefits from the concept was pursued to establish whether concept research is warranted. Findings indicate that indeed the concept has potential for significant reductions in delay (and cost due to delay) in the N90 (NY/NJ) and SCT (Southern California) metroplexes. Delay reductions of nearly 26% are possible in N90 when 30% of the commercial airline flights are flexible (smartly selected by their low probability of connecting passengers); nearly 40% delay reduction is found when 50% of the flights are flexible. In the SCT metroplex, delay reductions estimates are greater. Greater reductions result at SCT since it is less constrained currently than N90, providing "more room" to take advantage of flexibility. Using the flexible operations concept for on-demand/air taxi and General Aviation flights were found to be beneficial at NY/NJ, indicating the flexible operations concepts may be useful to wide variety of users..

DeLaurentis, Daniel↗

NASA's Space Launch System: Affordability for Sustainability

The National Aeronautics and Space Administration's (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is charged with delivering a new capability for human exploration beyond Earth orbit in an austere economic climate. But the SLS value is clear and codified in United States (U.S.) budget law. The SLS Program knows that affordability is the key to sustainability and will provide an overview of initiatives designed to fit within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017 within the projected budget. It also has a long-range plan to keep the budget flat, yet evolve the 70-tonne (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through the competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface some 40 years ago. Astronauts train for long-duration voyages on platforms such as the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. To arrive at the launch vehicle concept, the SLS Program conducted internal engineering and business studies that have been externally validated by industry and reviewed by independent assessment panels. In parallel with SLS concept studies, NASA is now refining its mission manifest, guided by U.S. space policy and the Global Exploration Roadmap, which reflects the mutual goals of a dozen member nations. This mission planning will converge with a flexible heavy-lift rocket that can carry international crews and the air, water, food, and equipment they need for extended trips to asteroids and Mars. In addition, the SLS capability will accommodate very large science instruments and other payloads, using a series of modular fairings and adapters to configure the rocket for the mission. The SLS affordability plan includes streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture where the question Why? is often asked and the answer "Because we've always done it that way" is rarely heard. The SLS Program will deliver affordable space transportation solutions for the Orion Multi-Purpose Cargo Vehicle s first autonomous certification flight in 2017, followed by a crewed flight in 2021. As this briefing will show, the SLS will offer a global infrastructure asset for robotic and human scouts of all nations.

May, Todd A.↗

Recovery of Deep Moonquake Focal Mechanisms

Deep moonquakes are clustered not only in space but also in time: their recurrence times correspond to the durations of the anomalistic and draconic months, with some clusters preferring one of the two periods, while others are active with both periods. A key constraint for the understanding of the connection between the orbital motion of the Moon and its seismic activity is the focal mechanism: the orientation of the fault surface on which failure occurs during the quake. Due to the small aperture of the Apollo seismic network and the strong scattering of seismic waves within the lunar crust, the evaluation of P wave first motions to constrain the strike and dip of the fault planes is not feasible. Instead we evaluate the amplitude ratios of P and S waves. Seismograms are rotated into the P-SV-SH coordinate frame and amplitudes are determined as averages over short time windows after the arrival to reduce the impact of the scattering coda, which is independent of the source orientation. We allow for reversals of the fault motion, as observed for some clusters in previous studies, by taking into account the absolute amplitude only, without sign. An empirical site correction factor is applied to correct for amplitude distortions in the crust. We construct ensembles of fault plane solutions using an exhaustive grid search by accepting all orientations that reproduce the measured amplitude ratios within the observed standard deviations. Since all events of a given cluster are supposed to share the same fault plane, the combination of the individual inversion results further constrains the orientation. We evaluate 106 events from 25 different moonquake clusters. The most active cluster A001 contributes 37 events, while others contribute 1 to 9 events per cluster. Comparison of fault orientations with the variation of the tidal stress results in preferred orientations.

Weber, Renee C.↗

Optimal Fragmentation and Dispersion of Hazardous Near-Earth Objects

The complex problem of protecting the Earth from the possibility of a catastrophic impact by a hazardous near-Earth object (NEO) has been recently reassessed in [1]. In a letter on NEOs from the White House Office of Science and Technology Policy (OSTP) to the U.S. Senate and Congress in 2010, the White House OSTP strongly recommended that NASA take the lead in conducting research activities for NEO detection, characterization, and deflection technologies. Furthermore, President Obama's new National Space Policy specifically directs NASA to "pursue capabilities, in cooperation with other departments, agencies, and commercial partners, to detect, track, catalog, and characterize NEOs to reduce the risk of harm to humans from an unexpected impact on our planet." The Planetary Defense Task Force of the NASA Advisory Council also recommended that the NASA Office of the Chief Technologist (OCT) begin efforts to investigate asteroid deflection techniques. With national interest growing in the United States, the NEO threat detection and mitigation problem was recently identified as one of NASA's Space Technology Grand Challenges. An innovative solution to NASA's NEO Impact Threat Mitigation Grand Challenge problem was developed through a NIAC Phase I study (9/16/11 - 9/15/12), and it will be further investigated for a NIAC Phase II study (9/10/12 - 9/9/14). Various NEO deflection technologies, including nuclear explosions, kinetic impactors, and slow-pull gravity tractors, have been proposed and examined during the past two decades. Still, there is no consensus on how to reliably deflect or disrupt hazardous NEOs in a timely manner. It is expected that the most probable mission scenarios will have a mission lead time much shorter than 10 years, so the use of nuclear explosives becomes the most feasible method for planetary defense. Direct intercept missions with a short warning time will result in arrival closing velocities of 10-30 kilometers per second with respect to the target asteroid. Given such a large arrival delta V requirement, a rendezvous mission to the target asteroid is infeasible with existing launch vehicles. Furthermore, state-of-the-art penetrating subsurface nuclear explosion technology limits the penetrator's impact velocity to less than approximately 300 meters per second because higher impact velocities prematurely destroy the nuclear fuzing mechanisms. Therefore, significant advances in hypervelocity nuclear interceptor/ penetrator technology must be achieved to enable a last-minute nuclear disruption mission with intercept velocities as high as 30 kilometers per second. Consequently, a HAIV (Hypervelocity Asteroid Intercept Vehicle) mission architecture (Figure 1.1), which blends a hypervelocity kinetic impactor with a subsurface nuclear explosion for optimal fragmentation and dispersion of hazardous NEOs, has been developed through a Phase I study, and it will be further developed and validated through a Phase II study.

Asteroid↗

Runway Scheduling for Charlotte Douglas International Airport

This paper describes the runway scheduler that was used in the 2014 SARDA human-in-the-loop simulations for CLT. The algorithm considers multiple runways and computes optimal runway times for departures and arrivals. In this paper, we plan to run additional simulation on the standalone MRS algorithm and compare the performance of the algorithm against a FCFS heuristic where aircraft avail of runway slots based on a priority given by their positions in the FCFS sequence. Several traffic scenarios corresponding to current day traffic level and demand profile will be generated. We also plan to examine the effect of increase in traffic level (1.2x and 1.5x) and observe trends in algorithm performance.

runway scheduling↗

Simultaneous Observations of Traveling Convection Vortices: Ionosphere-Thermosphere Coupling

We present simultaneous observations of magnetosphere-ionosphere-thermosphere coupling over Svalbard during a traveling convection vortex (TCV) event. Various spaceborne and ground-based instruments made coordinated measurements, including magnetometers, particle detectors, an all-sky camera, European Incoherent Scatter (EISCAT) Svalbard Radar, Super Dual Auroral Radar Network (SuperDARN), and SCANning Doppler Imager (SCANDI). The instruments recorded TCVs associated with a sudden change in solar wind dynamic pressure. The data display typical features of TCVs including vortical ionospheric convection patterns seen by the ground magnetometers and SuperDARN radars and auroral precipitation near the cusp observed by the all-sky camera. Simultaneously, electron and ion temperature enhancements with corresponding density increase from soft precipitation are also observed by the EISCAT Svalbard Radar. The ground magnetometers also detected electromagnetic ion cyclotron waves at the approximate time of the TCV arrival. This implies that they were generated by a temperature anisotropy resulting from a compression on the dayside magnetosphere. SCANDI data show a divergence in thermospheric winds during the TCVs, presumably due to thermospheric heating associated with the current closure linked to a field-aligned current system generated by the TCVs. We conclude that solar wind pressure impulse-related transient phenomena can affect even the upper atmospheric dynamics via current systems established by a magnetosphere-ionosphere-thermosphere coupling process.

Kim, Hyomin↗

A Recursive Multi-step Machine Learning Approach for Airport Configuration Prediction

Airport configuration selection is a complex decision-making process that involves several operational and human factors. In this paper we propose a novel recursive multi-step machine learning (ML) approach to predict airport configuration. The multi-step approach guarantees stability of the predicted configuration by taking as input the configuration predicted at the previous time step. The features of the proposed model include weather data, future arrival and departure counts and current configuration. Due to the importance of arrival and departure counts in predicting the airport configuration, arrival counts are calculated using landing time predictions selected from physics-based landing time predictions available in FAA System Wide Information Management data feeds for each flight. The selection rules were developed and refined to select the most accurate time for different phases of flight. The proposed model predicts the airport configurations up to 6 hours ahead. In this paper we show the predictive performance of the proposed model for six major US airports, including Charlotte Douglas International Airport (CLT), Dallas/Fort Worth International Airport (DFW), John F. Kennedy International Airport (JFK), Newark Liberty International Airport (EWR), LaGuardia Airport (LGA) and Dallas Love Field Airport (DAL). We trained and evaluated models on 2019 and 2020 data in order to study the effect of the pandemic and how changes in traffic patterns affected the performance of the proposed model. Results are compared with a baseline assuming no airport configuration changes. In our results for DFW, we obtained a prediction accuracy of 89.3% for 3 hours ahead prediction, and 82.8% for 6 hours ahead when applied on 2019 data.

machine learning↗

A Recursive Multi-step Machine Learning Approach for Airport Configuration Prediction

Airport configuration selection is a complex decision-making process that involves several operational and human factors. In this paper we propose a novel recursive multi-step machine learning (ML) approach to predict airport configuration. The multi-step approach guarantees stability of the predicted configuration by taking as input the configuration predicted at the previous time step. The features of the proposed model include weather data, future arrival and departure counts and current configuration. Due to the importance of arrival and departure counts in predicting the airport configuration, arrival counts are calculated using landing time predictions selected from physics-based landing time predictions available in FAA System Wide Information Management data feeds for each flight. The selection rules were developed and refined to select the most accurate time for different phases of flight. The proposed model predicts the airport configurations up to 6 hours ahead. In this paper we show the predictive performance of the proposed model for six major US airports, including Charlotte Douglas International Airport (CLT), Dallas/Fort Worth International Airport (DFW), John F. Kennedy International Airport (JFK), Newark Liberty International Airport (EWR), LaGuardia Airport (LGA) and Dallas Love Field Airport (DAL). We trained and evaluated models on 2019 and 2020 data in order to study the effect of the pandemic and how changes in traffic patterns affected the performance of the proposed model. Results are compared with a baseline assuming no airport configuration changes. In our results for DFW, we obtained a prediction accuracy of 89.3% for 3 hours ahead prediction, and 82.8% for 6 hours ahead when applied on 2019 data.

machine learning↗