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All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Study of η′ → π+π−l+l− decays at BESIII

Abstract With a sample of (10087±44)×10 6 J/ψevents accumulated with the BESIII detector, we analyze the decaysη′→ π + π − l + l − (l=e, μ) via the processJ/ψ → γη′. The branching fractions are measured to be$$ \mathcal{B} $$ B (η′→ π + π − e + e − ) = (2.45±0.02(stat.)±0.08(syst.))×10 −3 and$$ \mathcal{B} $$ B (η′→ π + π − μ + μ − ) = (2.16±0.12(stat.)±0.06(syst.))×10 −5 , and the ratio is$$ \frac{\mathcal{B}\left({\eta}^{\prime}\to {\pi}^{+}{\pi}^{-}{e}^{+}{e}^{-}\right)}{\mathcal{B}\left({\eta}^{\prime}\to {\pi}^{+}{\pi}^{-}{\mu}^{+}{\mu}^{-}\right)}=113.4\pm 0.9\left(\textrm{stat}.\right)\pm 3.7\left(\textrm{syst}.\right) $$ B η ′ → π + π − e + e − B η ′ → π + π − μ + μ − = 113.4 ± 0.9 stat . ± 3.7 syst . . In addition, by combining theη′ →π + π − e + e − andη′ →π + π − μ + μ − decays, the slope parameter of the electromagnetic transition form factor is measured to beb η′ = 1.30 ± 0.19 (GeV/c 2 ) −2 , which is consistent with previous measurements from BESIII and theoretical predictions from the VMD model. The asymmetry in the angle between theπ + π − andl + l − decay planes, which has the potential to reveal theCP-violation originating from an unconventional electric dipole transition, is also investigated. The asymmetry parameters are determined to be$$ {\mathcal{A}}_{CP}\left({\eta}^{\prime}\to {\pi}^{+}{\pi}^{-}{e}^{+}{e}^{-}\right)=\left(-0.21\pm 0.73\left(\textrm{stat}.\right)\pm 0.01\left(\textrm{syst}.\right)\right)\% $$ A CP η ′ → π + π − e + e − = − 0.21 ± 0.73 stat . ± 0.01 syst . % and$$ {\mathcal{A}}_{CP}\left({\eta}^{\prime}\to {\pi}^{+}{\pi}^{-}{\mu}^{+}{\mu}^{-}\right)=\left(0.62\pm 4.71\left(\textrm{stat}.\right)\pm 0.08\left(\textrm{syst}.\right)\right)\% $$ A CP η ′ → π + π − μ + μ − = 0.62 ± 4.71 stat . ± 0.08 syst . % , implying that no evidence ofCP-violation is observed at the present statistics. Finally, an axion-like particle is searched for via the decayη′ →π + π − a, a→e + e − , and upper limits of the branching fractions are presented for the mass assumptions of the axion-like particle in the range of 0−500 MeV/c 2 .

Physics↗
NASA NTRS1979

The Apollo 17 drill core - Petrologic systematics and the identification of a possible Tycho component

Modal data support a five-unit stratigraphy for the Apollo 17 drill core. The upper unit E (0-22 cm depth) is marked by high content of fused soil, brown glass, and mare basalt fragments. This unit corresponds with a portion of the core excavated and refilled within the last 2 m.y. The underlying unit D (22071 cm depth) has a low abundance of fused soil (i.e., low maturity) and is rich in coarse (less than 200 microns) mare fragments. A large section of the core, unit C (71-224 cm depth), is finer-grained, more mature (richer in agglutinates), more feldspathic and has more highland lithic, mineral and glass fragments than unit D. The next underlying unit, B (224-256 cm depth), has yellow/colorless KREEP glasses with a high Si, low-alkali composition unlike the common Apollo 15 or Apollo 17 KREEP series. The petrologic (fused soil) and Is/FeO maturity of this layer is also lower than the units above and below. The deepest unit, A (256-284 cm depth), is marked by its relatively higher maturity and lower yellow/colorless KREEP glass content. The most prominent petrographic/stratigraphic indicators are the pyroxene-rich immature mare unit D and the abundance of KREEP glass in unit B. This KREEP glass is distinctive petrographically and compositionally, and is probably exotic to the Apollo 17 site. It is suggested here that the KREEP glass in unit B is derived from Tycho, which implies widespread distribution of KREEP on the lunar nearside.

Vaniman, D. T.↗
NASA NTRS1987

A model of ionospheric image structure underneath a braking, cross-field plasma jet

A plasma jetting across the geomagnetic field above the ionosphere tends to brake by ohmic dissipation of Pedersen currents. The braking can affect the ionosphere underneath if the associated Pedersen drifts are intense and prolonged enough to cause cumulative image structuring. Here, such image structuring is studied for the parameter regime of forthcoming releases from the Combined Release and Radiation Effects Satellite, involving photoionization of kilograms of barium vapor moving at orbital velocity. The resultant structuring in the upper E-region offers possible diagnostic telltales of the braking process.

Jacobson, Abram R.↗
NASA NTRSDate not supplied

Cooperative Operating Practices

Presentation that describes the potential Cooperative Operating Practices in Upper Class E airspace

ETM, Cooperative operation↗
NASA NTRSDate not supplied

EMT Project History and Overview

This is a slide set that is part of the 2021 ETM Workshop's planned technical presentations. The content of the presentation is intended to first provide an introduction to the impetus and background that led to ETM and the identified challenges that needed to be considered. Following the introduction, a presentation of early engagement with Industry and other government agencies is provided. The presentation concludes with the early work that followed engagement and the eventual project that ETM was integrated with as well as the eventual formulation of a joint NASA-FAA Research Transition Team.

Upper E Traffic Management↗
NASA NTRS2018

Quantitative validation of Ames IR intensity and new line lists for (32/33/34)S(16)O2, (32)S(18)O2 and (16)O(32)S(18)O

The quality of Ames-296K SO2 Infrared (IR) line list intensities is first validated by quantitative exploration of several dipole moment surfaces (DMSs) and partition sum convergence. The DMSs are computed with several of Dunning’s correlation-consistent basis sets and their vibrational dependence are compared to the empirical model derived from Stark effect experiments reported by D. Patel, D. Margolese, and T.R. Dykea [J.Chem.Phys. 70, 2740 (1979)]. The effective dipole deviations from the DMS adopted in the Ames IR lists is 0.2-0.4% for vibrational states up to 3v3. The vibrational dependence of the dipole moment is also in good agreement, except for nv1. Partition sum convergence at 296K is confirmed by new calculations with rotational quantum number J up to 150 and upper state E’ up to 8000 cm-1. The isotopologue consistency of the Ames IR line lists is superior relative to the regular Effective Hamiltonian (EH) models and Effective Dipole Moment (EDM) models. The v1+v2 and v2+v3 intensity consistency check reveals the recently reported experimental intensities need significant improvement or re-analysis. After the accuracy, convergence, and isotopologue consistency have been confirmed, the theoretical Ames-296K intensities are combined with the experimental line positions or EH models that experimental spectroscopists published after 2009. Three high-resolution IR line sets are reported for the (32/33/34)S(16)O2, (32)S(18)O2 and (16)O(32)S(18)O isotopologues: (1) the “New Lines Sets” include experimentally measured line positions; (2) the “Expanded Line Sets” include possible transitions among new rovibrational levels assigned in experiments and ground state (GS) levels predicted by reliable EH models; (3) the “Ames + MARVEL Sets” include possible transitions among all those levels reported in a recent MARVEL analysis. [Tóbiás et al, JQSRT 208, 152 (2018)]. Compared to the limited data in High-resolution TRANsmission molecular absorption database (HITRAN), these line sets have significantly improved the data coverage up to 4000 cm-1. Some missing bands can be traced to the unpublished experimental data. The isotopologue consistency of these line sets will help identify the uncertainties and defects in the experimental EH and EDM models. These line sets are good candidates for the next HITRAN update, if line shape parameters are available. The line sets can be downloaded from supplementary files or from the Ames Molecular Spectroscopic Database at http://huang.seti.org.

Xinchuan Huang↗
NASA NTRS2022

UAM Research – X4: Introduction to Community Based Rules (CBRs)

Recent advances in technology have enabled industry development of new and innovative vehicle types, offering lower operating costs and highly automated functionality that facilitates the introduction of new types of operations. These include low-altitude airspace operations with small Unmanned Aircraft Systems (UASs), short distance urban and intercity operations, and high- altitude Upper Class E operations. These and other new operations are expected to result in a much higher operational tempo than is currently experienced across the National Airspace System (NAS). The projected increase in operations, as well as the introduction of new aircraft form factors and supporting technologies—including increasing autonomy—will present challenges to the existing Air Traffic Management (ATM) system, which is currently unable to cost-effectively scale and deliver needed services. In response to these challenges and opportunities, a highly automated, cooperative environment incorporating a federated network has been envisioned and described through multiple operational concepts, depicting the future operating environment as part of the NAS. Foundational to the success of this future operating environment is the establishment of common business rules and understandings across relevant stakeholders, referred to as Community Based Rules (CBRs). Development, adoption, and implementation of CBRs will require collaboration across multiple stakeholders, including operators, support services (industry), and the Federal Aviation Administration (FAA), to identify and resolve a broad range of questions and challenges. Examples of these questions include “what rules are needed?”, “how are they expressed?”, and “how will they be managed?” This document identifies and describes an initial set of questions and considerations to be examined as efforts begin to create the innovative, automated, cooperative operating environment of the future. The goal is to establish a common frame of reference to support discussions and decisions regarding the future implementation of CBRs as part of the NAS.

Community Based Rules↗
NASA NTRSDate not supplied

From the Knowledge-based Digital Platform (KbDP) Concept for Advanced Air Mobility Research to a Preliminary Prototype

Advanced Air Mobility (AAM) encompasses a range of innovative operational and technological changes to aviation (electric aircraft, increasingly automated aircraft, increasingly automated airspace operations, etc.) that are transforming aviation’s role in everyday movement of people and goods. There are multiple associated concepts and use cases for AAM, all interrelated, including small Unmanned Aircraft System (UAS) Traffic Management (UTM), Upper-Class E Traffic Management (ETM), Extensible Traffic Management (xTM), Regional Air Mobility (RAM), and Urban Air Mobility (UAM). These AAM operations must integrate with traditional Air Traffic Management (ATM) operations, as well as non-aviation modes of transportation and logistics. National Aeronautics and Space Administration (NASA) is spearheading an innovative digital engineering approach to integrate, communicate, and facilitate the research of multi-modal transportation systems. The Knowledge-based Digital Platform (KbDP) is a concept being developed that ties the workflows of Project Managers (PM), Principal Investigators (PI), and System Engineers together across organizational boundaries. It does so through the management of an information database defined by mathematical, data science, and system engineering principles. Machine Learning (ML) algorithms play a key role in this concept by extracting meaningful knowledge from the information database, which the human user leverages to greatly improve the efficiency and effectiveness of their research. Expected benefits of this concept include improved technology transfers from research to production, improved research portfolio investments, and research outcomes that are more integrated with all aspects of the multi-modal transportation problem. The preliminary KbDP prototype has been realized using UAM as a pathfinder use case and developed by a team of system engineer, software developer, data scientist, and interns.

Systems Engineering↗
NASA NTRSDate not supplied

High-Altitude ADS-B/GPS LPV Flight Tests on a NASA ER-2 Research Airplane

The research presented in this paper describes the conceptual design of a system architecture that integrates Automatic Dependent Surveillance-Broadcast (ADS-B) and Global Positioning System (GPS) Localizer Performance Vertical (LPV) guidance technology onto a unique high-altitude research airplane: a United States Air Force (USAF) / Lockheed Martin (Bethesda, Maryland) Aeronautics U-2S airplane. The design features modern display capabilities to provide air-to-air surveillance and precision navigation, to adhere to Federal Aviation Administration (FAA) certification standards for operations in upper Class E airspace. The National Aeronautics and Space Administration (NASA) variant of the U-2S, now called the Earth Resources (ER-2) airplane, remains unrivaled in the art of sustained high-altitude flight for scientific expeditions. Capable of routinely cruising above flight level (FL) 650 that had been considered, at inception, the domain of only the most elite experimental research aircraft types. Nicknamed the Dragon Lady, this U-2S research testbed is still one of the most advanced aircraft in the world. The exceptional military design of the vehicle, security guidelines, and the performance envelope of the ER-2 posed unique challenges to the integration of modern civilian avionics. ADS-B epitomizes the next generation of surveillance technology, incorporating both air and ground aspects. ADS-B provides air traffic control (ATC) with a more accurate picture of the three-dimensional positioning of aircraft in various phases of flight, including en route, terminal, approach, and ground operations. The airborne surveillance system broadcasts its identification, position, altitude, velocity, and other information. GPS LPV represents a significant advancement in aviation technology, emphasizing the pivotal role that GPS and Performance-Based Navigation concepts will play in the foreseeable future. This technology represents a shift from sensor-based navigation to performance-based navigation, allowing for more flexible and efficient use of airspace. This research described herein is structured as follows: Section II, “Systems Background,” provides a systems background and description of an ADS-B and GPS LPV system equipped on the high-altitude ER-2 research airplane to satisfy the FAA airworthiness requirements for high-altitude flight operations. Section III, “Flight Test System,” describes the flight-test airplane systems. Section IV, “Analysis of GPS SBAS, Safety, and Ground Tests,” provides an overview of the GPS Satellite-Based Augmentation System (SBAS) and an analysis of the GPS LPV metrics, safety, and ground tests. Section V, “High-Altitude Flight Tests,” describes the high-altitude flight tests, including 3 flight-test results, analysis, human factors, and lessons learned. Section VI, the conclusion, draws insights from the lessons learned, discusses the design challenges associated with ADS-B and GPS LPV, and showcases the paramount significance of these pivotal technologies in aircraft surveillance and navigation.

Ricardo A. Arteaga↗
NASA NTRS2024

Federal USS Synthesis Effort: 2023 Flight Test Report. A NASA and Department of Defense Joint Evaluation of Multi-Domain Airspace Integration

In recent years, advancements in technology have greatly improved the utility and applicability of Uncrewed Aircraft Systems (UAS) and have highlighted the need for and importance of UAS Traffic Management (UTM). Onboard sense and avoid systems, ground-based sensors, and long- range command and control (C2) systems have significantly expanded the possibilities for UAS beyond visual line of sight (BVLOS) operations. Initially, research on UTM flights focused on their interactions with other UTM operations, but that has since been expanded to include interactions with the flight profiles of Advanced Air Mobility (AAM) and upper Class E Traffic Management (ETM) operations. Recognizing the potential of these systems and the increase in UAS autonomy, the Department of Defense (DoD) is working towards integrating these missions and systems into a unified DoD Federal ecosystem. The Federal USS Synthesis Effort (FUSE) aims to develop a live system that can efficiently combine this wide range of UTM, AAM, and ETM systems, thus enabling expanded operations within a single common operating environment. The goal of the Federal USS Synthesis Effort (FUSE) is for NASA and the DoD to develop a live system that can efficiently combine UTM, AAM, and ETM systems. The most recent endeavor in this effort was a live flight test conducted near Grand Forks Air Force Base in June, 2023, where the FUSE ecosystem successfully demonstrated integrating UTM, AAM, and ETM operations while providing a single, shared COP to users. Additional investigations were made during the test, including assessing the usefulness of the system and its capability to support UAS weighing over 55 lbs.; testing user messaging capabilities and a DoD adaptation of a Federal USS; and assessing user workload, automated vs manual control, and the usability of NASA’s XTMClient.

Federal USS↗
NASA NTRS1992

Support activities to maintain SUMS flight readiness, volume 7. Attachment B: Flight STS-35 report, section E

The Shuttle Upper Atmosphere Mass Spectrometer (SUMS), a component experiment of the NASA Orbital Experiments Program (OEX), was flown aboard the shuttle Columbia (OV102) mounted at the forward end of the nose landing gear well with an atmospheric gas inlet system fitted to the lower fuselage (chin panel) surface. The SUMS was designed to provide atmospheric data in flow regimes inaccessible prior to the development of the Space Transportation System (STS). The experiment mission operation begins about 1 hour prior to shuttle de-orbit entry maneuver and continues until reaching 1.6 torr (about 86 km altitude). The SUMS flew a total of three missions, 61C, STS-35, STS-40. Between flights, the SUMS was maintained in flight ready status. The flight data has been analyzed by the NASA LaRC Aerothermodynamics Branch. Flight data spectrum plots and reports are presented in the Appendices to the Final Technical Report for NAS1-17399. This volume presents data from the reentry of flight STS-35 in tabular and graphical format.

Wright, Willie↗
NASA NTRS1999

Maximum Energies of Shock-Accelerated Electrons in Young Shell Supernova Remnants

Young supernova remnants (SNRs) are often assumed to be the source of cosmic rays up to energies approaching the slight steepening in the cosmic ray spectrum at around 1000 TeV, known as the "knee." We show that the observed X-ray emission of 14 radio-bright shell remnants, including all five historical shells, can be used to put limits on E(sub max), the energy at which the electron energy distribution must steepen from its slope at radio-emitting energies. Most of the remnants show thermal spectra, so any synchrotron component must fall below the observed X-ray fluxes. We obtain upper limits on E(sub max) by considering the most rapid physically plausible cutoff in the relativistic electron distribution, an exponential, which is as sharp or sharper than found in any more elaborate models. This maximally curved model then gives us the highest possible E(sub max) consistent with not exceeding observed X-rays. Our results are thus independent of particular models for the electron spectrum in SNRs. Assuming homogeneous emitting volumes with a constant magnetic field strength of 10 uG, no object could reach 1000 TeV, and only one, Kes 73, has an upper limit on E(sub max), above 100 TeV. All the other remnants have limits at or below 80 TeV. E(sub max) is probably set by the finite remnant lifetime rather than by synchrotron losses for remnants younger than a few thousand years, so that an observed electron steepening should be accompanied by steepening at the same energy for protons. More complicated, inhomogeneous models could allow higher values of E(sub max) in parts of the remnant, but the emission-weighted average value, that characteristic of typical electrons, should obey these limits. The young remnants are not expected to improve much over their remaining lives at producing the highest energy Galactic cosmic rays; if they cannot, this picture of cosmic-ray origin may need major alteration.

Reynolds, Stephen P.↗
NASA NTRS1991

Theoretical study of the low-lying bound states of O2

It is demonstrated that a complete-active-space self-consistent-field (CASSCF) (2p)/MRCI + Q (multireference configuration interaction with a Davidson correction) description in a (13s8p6d 4f2g)/((5s4p3d 2f1g) atomic natural orbits (ANO) basis set supplemented with diffuse functions provides a quantitative description of the six lowest states of O2. The calculated potentials are within 0.05 eV (1.2 kilocal/mol) of accurate experimental results. The importance of substantially expanding the primitive basis set has been investigated, and it is demonstrated that such expansions yield insignificant improvement in the spectroscopic constants. Potential energy curves have also been reported for the weakly bound states of O2. The 5Pi(g) state is estimated to have a D(e) of 0.16 +/- 0.03 eV. The upper bound of D(e) is found to be sufficiently large that the importance of this state as a precursor for the formation of O2 (b 1Sigma(t)(+)) and O(1S) should be reconsidered.

Partridge, Harry↗
DOE OSTI2024

Light absorption enhancement of black carbon in a pyrocumulonimbus cloud

Abstract Pyrocumulonimbus (pyroCb) firestorm systems have been shown to inject significant amounts of black carbon (BC) to the stratosphere with a residence time of several months. Injected BC warms the local stratospheric air, consequently perturbing transport and hence spatial distributions of ozone and water vapor. A distinguishing feature of BC-containing particles residing within pyroCb smoke is their thick surface coatings made of condensed organic matter. When coated with non-refractory materials, BC’s absorption is enhanced, yet the absorption enhancement factor ( E abs ) for pyroCb BC is not well constrained. Here, we perform particle-scale measurements of BC mass, morphology, and coating thickness from inside a pyroCb cloud and quantify E abs using an established particle-resolved BC optics model. We find that the population-averaged E abs for BC asymptotes to 2.0 with increasing coating thickness. This value denotes the upper limit of E abs for thickly coated BC in the atmosphere. Our results provide observationally constrained parameterizations of BC absorption for improved radiative transfer calculations of pyroCb events.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2008

Jet-Front Speed and the Origin of Jets in Polar Coronal Holes

The area-average strength of the open magnetic field in the polar coronal holes can be estimated from the radial component of the magnetic field measured by Ulysses in the solar wind, the fraction of the solar sphere covered by the polar coronal holes, and the fraction of the heliosphere filled by the fast solar wind from the polar coronal holes. For the present minimum phase of the solar cycle, the estimated strength is approximately 10 G. Using this strength for the ambient open field in the standard reconnection model for jets in coronal holes, we obtain for any given jet-front speed a lower bound on the initial temperature of the expanding jet-front plasma, and an upper bound on the ambient plasma density at the reconnection site. These two bounds indicate the following. For jet-front speeds of approximately 1000 km/s, (1) the reconnection site has to be in the low corona or upper transition region (n(e) is less than 10(exp 9) cm(exp -3)), not in the lower transition region or chromosphere, (2) the jet-front plasma is initially heated to T greater than approximately 10(exp 7) K, and (3) hence a compact X-ray flare is produced at the base of the jet. For jet-front speeds less than approximately 100 km/s, (1) the jet can be produced by reconnection in the lower transition region (approximately 10(exp 9) less than n(e) less than approximately 10(exp 10) cm(exp-3)) or upper chromosphere (approximately 10(exp 10) less than n(e) less than approximately 10(exp 12) cm-3), (2) the initial temperature of the jet-front plasma can be less than 10(exp 6) K, and (3) hence some EUV and H(alpha) jet-type macrospicules may be produced with no detectable X-ray emission.

Moore, Ron↗