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All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

High-Volume Airborne Fluids Handling Technologies to Fight Wildfires

NASA recently partnered with the U.S. Forest Service (USFS) on a project to examine mission suitability and recommend policies and procedures for the use of very large aerial firefighting aircraft such as the Boeing 747 and DC-10 aerial retardant delivery aircraft. The aircraft under study included a 10Tanker DC-10 and an Evergreen B-747. NASA's Dryden Flight Research Center and Ames Research Center worked with the USFS to help determine the safe flight envelope for these Very Large Air Tanker (VLAT) aircraft for the USFS and the Department of the Interior (DOI). This new generation of supertankers includes aircraft like these that have as much as four times the delivery capacity of the previous generation of aerial firefighting aircraft. Dryden performed operational test and evaluation assessments and reported findings and recommendations on these aircraft in cooperation with Ames. The team developed, implemented, and directed an evaluation test plan for use in flight test and in simulation. Ames provided support using pilot-in-the-loop simulations and coordinated simulator models, flight profiles, and data analysis with Dryden. The test plan was designed to evaluate the suitability of VLAT aircraft as a function of mission environment. Based on this analysis, NASA generated interim flight envelope limitations to enhance safety and operational utility in the fire-retardant delivery mission. These recommended flight limitations were adopted by the USFS. The 10Tanker DC-10 has been in use for several years with the California Department of Forestry and Fire Protection(Cal-Fire), but until NASA took on the challenge of reviewing VLAT capabilities and limitations, the USFS was hesitant to add them to the federal wildfire arsenal. The DC-10 delivery system is based on an externally mounted set of tanks and a bomb-bay style set of clamshell doors that are opened in precisely calibrated ways to deliver the amounts and concentrations of retardant called for by the specific wildfire situation. The system was manufactured by Jordan Air of Central Point, OR, and was installed by Victorville Aerospace in Victorville, CA. It can deliver 12,000 gallons (45.4 kL) of retardant in as little as eight seconds. The aircraft can deliver a partial load of retardant and make multiple drops on the same flight, or the entire load can be rapidly delivered in one pass if required for maximum coverage. The Evergreen 747 uses internal tankage and a pressurized delivery system to enable volume and coverage levels that also meet USFS requirements, but enables computer control of flow for desired precision. This system was designed and built by Adaptive Aerospace of Tehachapi, CA and can deliver about 20,000 gallons (75.7 kL) of retardant in approximately ten seconds. The 747 can also make multiple independent drops, or deliver the entire load at once. NASA found that both of these VLAT aircraft are compatible with the wildfire suppression mission when used to supplement other aerial retardant delivery platforms. The major recommendations for deployment that resulted from this study relate to terrain clearance, the type of terrain in the drop area, availability of qualified lead planes to guide the VLAT approach to the drop area, and low-altitude maneuvering limitations. NASA s analysis suggests that with the appropriate flight procedures, these aircraft will provide a powerful set of tools to fight wildfires.

Dickerson, Mark↗
NASA NTRS2013

Millimeter-Wave Localizers for Aircraft-to-Aircraft Approach Navigation

Aerial refueling technology for both manned and unmanned aircraft is critical for operations where extended aircraft flight time is required. Existing refueling assets are typically manned aircraft, which couple to a second aircraft through the use of a refueling boom. Alignment and mating of the two aircraft continues to rely on human control with use of high-resolution cameras. With the recent advances in unmanned aircraft, it would be highly advantageous to remove/reduce human control from the refueling process, simplifying the amount of remote mission management and enabling new operational scenarios. Existing aerial refueling uses a camera, making it non-autonomous and prone to human error. Existing commercial localizer technology has proven robust and reliable, but not suited for aircraft-to-aircraft approaches like in aerial refueling scenarios since the resolution is too coarse (approximately one meter). A localizer approach system for aircraft-to-aircraft docking can be constructed using the same modulation with a millimeterwave carrier to provide high resolution. One technology used to remotely align commercial aircraft on approach to a runway are ILS (instrument landing systems). ILS have been in service within the U.S. for almost 50 years. In a commercial ILS, two partially overlapping beams of UHF (109 to 126 MHz) are broadcast from an antenna array so that their overlapping region defines the centerline of the runway. This is called a localizer system and is responsible for horizontal alignment of the approach. One beam is modulated with a 150-Hz tone, while the other with a 90-Hz tone. Through comparison of the modulation depths of both tones, an autopilot system aligns the approaching aircraft with the runway centerline. A similar system called a glide-slope (GS) exists in the 320-to-330MHz band for vertical alignment of the approach. While this technology has been proven reliable for millions of commercial flights annually, its UHF nature limits its ability to operate beyond the 1-to-2-meter precisions associated with commercial runway width. A prototype ILS-type system operates at millimeter-wave frequencies to provide automatic and robust approach control for aerial refueling. The system allows for the coupling process to remain completely autonomous, as a boom operator is no longer required. Operating beyond 100 GHz provides enough resolution and a narrow enough beamwidth that an approach corridor of centimeter scales can be maintained. Two modules were used to accomplish this task. The first module is a localizer/glide-slope module that can be fitted on a refueling aircraft. This module provides the navigation beams for aligning the approaching aircraft. The second module is navigational receiver fitted onto the approaching aircraft to be re fueled that can detect the approach beams. Since unmanned aircraft have a limited payload size and limited electrical power, the receiver portion was implemented in CMOS (complementary metal oxide semiconductor) technology based on a super-regenerative receiver (SRR) architecture. The SRR achieves mW-level power consumption and chip sizes less than l mm2. While super-regenerative techniques have small bandwidths that limit use in communication systems, their advantages of high sensitivity, low complexity, and low power make them ideal in this situation where modulating tones of less than 1 kHz are used.

Tang, Adrian J.↗
NASA NTRS2017

A Multi-Modality Mobility Concept for a Small Package Delivery UAV

This paper will discuss a different approach to the typical notional small package delivery drone concept. Most delivery drone concepts employ a point-to-point aerial delivery CONOPS (Concept of Operations) from a warehouse directly to the front or back yards of a customers residence or a commercial office space. Instead, the proposed approach is somewhat analogous to current postal deliveries: a small aerial vehicle flies from a warehouse to designated neighborhood VTOL (Vertical Take-Off and Landing) landing spots where the aerial vehicle then converts to a "roadable" (ground-mobility) vehicle that then transits on sidewalks and/or bicycle paths till it arrives to the residence/office drop-off points. This concept and associated platform or vehicle will be referred in this paper as MICHAEL (Multimodal Intra-City Hauling and Aerial-Effected Logistics) concept. It is suggested that the MICHAEL concept potentially results in a more community friendly "delivery drone" approach.

UAV↗
NASA NTRSDate not supplied

The System Modeling and Analysis of Resiliency in STEReO (SMARt-STEReO)

Wildfire emergency response has remained rooted in relatively low-tech solutions for coordination between ground and aerial assets. These low-tech solutions are robust for the remote environments in which wildfires are usually fought, but limit strategic cross-organizational support and the ability to deploy and effectively utilize aerial assets. As aircraft become more advanced and new technology, including drones, become available to firefighters, a new, more modern method of asset coordination is needed. NASA is working on a project called ‘Scalable Traffic Management for Emergency Response Operations’ (STEReO) to integrate unmanned aerial systems (UAS)and UAS traffic management (UTM)into wildfire response. STEReO’s goals include simplifying the coordination of aerial assets, improving the existing UAS framework, and increasing the role of additional autonomous systems to reduce human risk and to increase system resilience. This paper describes the development of the ‘System Modeling and Analysis of Resiliency in STEReO’ (SMARt-STEReO) project, which aims to model wildfire response and to quantify the additional system resilience that STEReO technology provides firefighters. This paper verifies SMARt-STEReO and defines its scope; it includes experimental and statistical analysis of the impact that the addition of UAS has on both performance metrics and also on performance resiliency response to a given fault. SMARt-STEReO is a grid-based model of fire propagation that incorporates varying crew responses. Through the use of a Python package called ‘fmdtools’, the model easily allows for the addition of faults to the system. These faults allow analysts to investigate various response parameters. Factors including terrain, fuel type and wind speed can be modified to affect the fire propagation; additionally, the number of ground crews, engines, fixed wing aircraft, helicopters, and UAS can be changed to affect the crew response. The communication lines between actors mimic those used in real life situations. This paper explains the development of SMARt-STEReO including background research, verification and validation, and preliminary experimental analysis of system resilience to both a minor and major fault in systems with and without UAS.

Resiliency↗
NASA NTRS2023

Study of Pairwise Deconfliction Metrics to Analyze Air Traffic Complexity in Upper Class E Airspace

Upper Class E Traffic Management (ETM) is envisioned to cooperatively facilitate operations of a diverse set of aerial vehicles, such as high-altitude long-endurance fixed-wing unmanned aircraft (low-speed and high-speed), high-altitude platforms, airships, stratospheric balloons, supersonic unmanned and commercial aircraft, etc., with a wide variety of mission types, performance characteristics, communication, navigation and surveillance capabilities, maneuverability, and on-board avionics in the National Airspace System (NAS) ’above’ 60,000 feet above mean sea level, without an active and direct control from human air traffic controllers. A diverse mixture of aerial vehicle types creates significant challenges in understanding air traffic complexity, which may not correlate strongly with air traffic density. One key step for determining air traffic complexity in upper class E airspace is to first understand pairwise deconfliction metrics such as reachability, reserve area, and reserve flight time for each pair of unique aerial vehicle types under potential conflict. Therefore, pairwise deconfliction metrics are first defined, and analytical equations are derived for conflict resolution using the heading change maneuver. Next, case studies are performed to analyze deconfliction metrics to avoid secondary conflicts in upper class E airspace. The study shows that pairwise deconfliction metrics are functions of maneuverability, performance characteristics, uncertainty in position and velocity, heading angle change, and conflict angle of aerial vehicles. The next step for this research is to build a mathematical model for air traffic complexity using pairwise deconfliction metrics and validate it in an upper Class E simulation environment.

Airspace Complexity↗
NASA NTRSDate not supplied

Study of Pairwise Deconfliction Metrics to Analyze Air Traffic Complexity in Upper Class E Airspace

Upper Class E Traffic Management (ETM) is envisioned to cooperatively facilitate operations of a diverse set of aerial vehicles, such as high-altitude long-endurance fixed-wing unmanned aircraft (low-speed and high-speed), high-altitude platforms, airships, stratospheric balloons, supersonic unmanned and commercial aircraft, etc., with a wide variety of mission types, performance characteristics, communication, navigation and surveillance capabilities, maneuverability, and on-board avionics in the National Airspace System (NAS) ’above’ 60,000 feet above mean sea level, without an active and direct control from human air traffic controllers. A diverse mixture of aerial vehicle types creates significant challenges in understanding air traffic complexity, which may not correlate strongly with air traffic density. One key step for determining air traffic complexity in upper class E airspace is to first understand pairwise deconfliction metrics such as reachability, reserve area, and reserve flight time for each pair of unique aerial vehicle types under potential conflict. Therefore, pairwise deconfliction metrics are first defined, and analytical equations are derived for conflict resolution using the heading change maneuver. Next, case studies are performed to analyze deconfliction metrics to avoid secondary conflicts in upper class E airspace. The study shows that pairwise deconfliction metrics are functions of maneuverability, performance characteristics, uncertainty in position and velocity, heading angle change, and conflict angle of aerial vehicles. The next step for this research is to build a mathematical model for air traffic complexity using pairwise deconfliction metrics and validate it in an upper Class E simulation environment.

Airspace Complexity↗
DOE OSTI2015

Wildlife Densities and Habitat Use Across Temporal and Spatial Scales on the Mid-Atlantic Outer Continental Shelf. Final Report to the Department of Energy EERE Wind & Water Power Technologies Office

The Mid-Atlantic Baseline Studies Project helped address environmental barriers to offshore wind energy development in the mid-Atlantic region by providing regulators, developers, and other stakeholders with comprehensive baseline ecological data and analyses. Project funders and collaborators from a range of academic institutions, non-governmental organizations, federal agencies, foundations, and private companies came together to study bird, sea turtle, and marine mammal distributions, densities, and movements on the mid-Atlantic Outer Continental Shelf between 2012 and 2014. Specific project activities and goals included the following: (1) Conduct standardized surveys to quantify bird, sea turtle, and marine mammal densities seasonally and annually throughout the study region and identify important habitat use or aggregation areas. (2) Develop statistical models to help understand the drivers of wildlife distribution and abundance patterns. (3) Use individual tracking data for several focal bird species to provide information on population connectivity and individual movements that is complementary to survey data. (4) Identify species that are likely to be exposed to offshore wind energy development activities in the mid-Atlantic study area. (5) Develop U.S.-based technological resources and assessment methods for future monitoring efforts, including a comparison of high resolution digital video aerial surveys to boat-based surveys. (6) Help meet data needs associated with National Environmental Policy Act (NEPA), Marine Mammal Protection Act, and Endangered Species Act requirements, by contributing several years of data and analysis towards future Environmental Impact Statements. This report consists of six parts: Project overview (executive summary and Chapters 1-2); Examining wildlife distributions and relative abundance from a digital video aerial survey platform (Chapters 3-6); Examining wildlife distributions and abundance using boat-based surveys (Chapters 7-12); Integrating data across survey platforms (Chapters 13-19); Individual movements and habitat use for focal bird species (Chapters 20-25); and Nocturnal avian migration monitoring (Chapters 26-27). Boat-based and digital video aerial surveys each had specific advantages and disadvantages, but were largely complementary (Chapters 1, 5, 13-14). Digital aerial surveys were particularly useful for covering offshore areas at broad scales, where general distributions of taxonomic groups were a priority; boat surveys could provide more detailed data on species identities and behaviors, but were more limited in geographic scope due to their slower survey pace. The mid-Atlantic study area was important for wintering and breeding taxa, and its location also made it a key migratory corridor. There was considerable variation in species composition and spatial patterns by season, largely driven by dynamic environmental conditions (Chapters 12, 15, and 20-22). Habitat gradients in nearshore waters, however, were reliable influences on productivity and patterns of species distributions and abundance. Areas within about 30-40 km of the coast offshore of the mouths of Chesapeake and Delaware Bays, as well as to the south of Delaware Bay along the coast, were consistent hotspots of abundance and species diversity, regardless of survey methodology or analytical approach (Chapters 2, 12, 17). Inter-annual variation was substantial, and the importance of certain environmental variables in predicting animal distributions indicates that these species may well respond to future environmental shifts brought about by anthropogenic effects and climatic change. This study is an important first step, however, towards understanding how bird, marine mammal, and sea turtle populations in the mid-Atlantic may be exposed to offshore wind energy development and other anthropogenic activities. The results of this study provide insight to help address environmental permitting requirements for current and future offshore development projects, and serve as a starting point for more site-specific studies, risk analyses, and evaluation of potential measures to avoid and minimize those risks.

17 WIND ENERGY↗
DOE OSTI2020

AMS History from 1950 to 2020

Presentation illustrates over 60 years of aerial measurements and establishment of Aerial Measuring System asset by the DOE. The presentation will be used as part of the training new AMS personnel. Presentation illustrates over 60 years of aerial measurements and establishment of Aerial Measuring System asset by the DOE. The presentation will be used as part of the training new AMS personnel.

96 KNOWLEDGE MANAGEMENT AND PRESERVATION↗
DOE OSTI2012

Non-Operational Property Evaluation for the Hanford Site River Corridor - 12409

The Hanford Site River Corridor consists of the former reactor areas of the 100 Areas and the former industrial (fuel processing) area in the 300 Area. Most of the waste sites are located close to the decommissioned reactors or former industrial facilities along the Columbia River. Most of the surface area of the River Corridor consists of land with little or no subsurface infrastructure or indication of past or present releases of hazardous constituents, and is referred to as non-operational property or non-operational area. Multiple lines of evidence have been developed to assess identified fate and transport mechanisms and to evaluate the potential magnitude and significance of waste site-related contaminants in the non-operational area. Predictive modeling was used for determining the likelihood of locating waste sites and evaluating the distribution of radionuclides in soil based on available soil concentration data and aerial radiological surveys. The results of this evaluation indicated: 1) With the exception of stack emissions, transport pathways associated with waste site contaminants are unlikely to result in dispersion of contaminants in soil away from operational areas, 2) Stack emissions that may have been associated with Hanford Site operations generally emitted short-lived and/or gaseous radionuclides, and (3) the likelihood of detecting elevated radionuclide concentrations or other waste sites in non-operational area soils is very small. The overall conclusions from the NPE evaluation of the River Corridor are: - With the exception of stack emissions to the air, transport pathways associated with waste site contaminants are unlikely to result in dispersion of contaminants in soil away from operational areas. While pathways such as windblown dust, overland transport and biointrusion have the potential for dispersing waste site contaminants, the resulting transport is unlikely to result in substantial contamination in non-operational areas. - Stack emissions that may have been associated with Hanford Site operations generally emitted short-lived and/or gaseous radionuclides; these radionuclides either would have decayed and would be undetectable in soil, or likely would not have deposited onto Hanford Site soils. A small fraction of the total historical emissions consisted of long-lived particulate radionuclides, which could have deposited onto the soil. Soil monitoring studies conducted as part of surveillance and monitoring programs do not indicate a build-up of radionuclide concentrations in soil, which might indicate potential deposition impacts from stack emissions. Aerial radiological surveys of the Hanford Site, while effective in detecting gamma-emitting nuclides, also do not indicate deposition patterns in soil from stack emissions. - The surveillance and monitoring programs also have verified that the limited occurrence of biointrusion observed in the River Corridor has not resulted in a spread of contamination into the non-operational areas. - Monitoring of radionuclides in ambient air conducted as part of the surveillance and monitoring programs generally show a low and declining trend of detected concentrations in air. Monitoring of radionuclides in soil and vegetation correspondingly show declining trends in concentrations, particularly for nuclides with short half lives (Cs-137, Co-60 and Sr-90). - Statistical analysis of the geographical distribution of waste sites based on man -made features and topography describes the likely locations of waste sites in the River Corridor. The results from this analysis reinforce the findings from the Orphan Site Evaluation program, which has systematically identified any remaining waste sites within the River Corridor. - Statistical analysis of the distribution of radionuclide concentrations observable from aerial surveys has confirmed that the likelihood of detecting elevated radionuclide concentrations in non-operational area soils is very small; the occurrences and locations where potentially elevated concentrations may be found are discussed below. In addition, statistical analysis showed that there is a relatively high probability (>50%) that concentrations of Cs-137 higher than background (3.9 Bq/kg or 1.05 pCi/g) are located outside of the operational portion of the 100-BC, 100-K, and 100-N Areas. This observation is based on modeled concentrations in soil derived from aerial radiography data. However, the extent is limited to a few meters from the respective facilities fence lines or known operational activities. Evaluation of the extent of contamination is being conducted as part of the RI process for each decision area. No unanticipated waste sites were identified either from the OSE program or statistical analysis of waste site proximity to known features. Based on the evaluation of these multiple lines of evidence, the likelihood of identifying waste sites or contaminant dispersal from Hanford site operations into non-operational areas can be considered very small. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2025

Multiple RGB ortho-mosaics and digital surface models in 2017 and 2018 across the Lower Montane site in the East River Watershed, Colorado

Aerial imagery was collected at the Lower Montane site (Pumphouse) in the East River Watershed, Colorado during the spring, summer, and fall seasons of 2017 and 2018 to improve the understanding of seasonal vegetation dynamics and their drivers. The datasets include Red-Green-Blue (RGB) ortho-mosaics and digital surface models (DSMs) inferred from the Unoccupied Aerial System (UAS) acquired aerial RGB imagery for June 3, June 19, July 7, and August 14, 2017, and for March 14, April 26, June 1, June 18, July 6, and August 7, 2018. Real-Time Kinematic Global Positioning System (RTK-GPS) surveyed Ground control points (GCPs) were used to increase the reconstruction accuracy. The reconstructed RGB mosaics and DSMs have been trimmed to cover a similar spatial domain. The accuracy of the RGB mosaics is considered high (~10 cm). DSM accuracy is highest (~10 cm) where sufficient GCPS are available, and more difficult to assess elsewhere (see reconstruction reports for uncertainty estimates). The dataset includes a total of 20 GeoTIFF (.tif) files, 10 PDF (.pdf) files, 3 data CSV (.csv) files, and 2 metadata CSV (.csv) files. Feel free to contact the authors with any questions or collaboration interests.This work was supported by the Watershed Function Science Focus Area at Lawrence Berkeley National Laboratory funded by the US Department of Energy, Office of Science, Biological and Environmental Research under Contract No. DE-AC02-05CH11231.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2021

NASA-NOAA Feasibility Report

The western stock of Steller sea lions and the Aleutian stock of harbor seals both experienced dramatic declines in abundance during the past few decades, particularly in the central and western Aleutian Islands. Both stocks have continued to decline in recent years, thus are a high priority for routine monitoring. NOAA’s Marine Mammal laboratory (MML) has conducted aerial surveys of marine mammals throughout coastal Alaska to monitor trends in population abundance and distribution for more than 20 years. These surveys have typically been conducted from a twinengine aircraft, such as a DHC-6 Twin Otter, operated by NOAA pilots and crewmembers. Aerial surveys in the Aleutian Islands present significant challenges and higher risks due to their remoteness, rugged terrain, and extreme weather. To evaluate the feasibility of transitioning from manned to unmanned aerial surveys in this region, thereby reducing risks to NOAA personnel and high-value aircraft, we propose to conduct test survey flights in the Near Islands of Alaska using a medium-sized, fixed-wing UAV (NASA’s SIERRA-B aircraft) with a nadir-aimed imaging payload. Survey flights are planned to be conducted during daylight hours on days with VFR conditions and less than ~20 knot winds at altitudes of 800-1200 feet. Survey imagery, including thermal video and high-resolution color photos, would be collected at known Steller sea lion and harbor seal sites along the coastlines of Shemya, Nizki, Alaid, Agattu, and Attu Islands. The planning team will request approval and support from the US Air Force to conduct this project at Eareckson Air Station (Shemya Island, AK) during the month of September 2022 when weather conditions in the western Aleutian Islands are expected to be optimal.

NOAA↗
NASA NTRS2024

Presound: UAV Diagnostic System Enabled by Vibration-Based Machine Learning

A low-weight, inexpensive small unmanned aerial system (sUAS) that takes off, performs a mission, lands, and safely stows and recharges itself has myriad future applications ranging from agricultural imaging to last-mile package delivery. Likewise, Urban Air Mobility (UAM) systems will enable people to take air taxis from point to point in cities, rapidly moving commuters long distances without concern for road traffic and congestion. Fully electric aviation systems will be cleaner and quieter than ground transport. Cities could eliminate cars and buses, and convert roads to higher capacity bike and pedestrian throughways. Yet, for sUAS as well as UAM, system reliability and assurance is a limiting factor to deploying affordable autonomous flight systems. For this bright future of aviation to be realized, aircraft must be able to autonomously and accurately self-diagnose health issues both before takeoff and during flight. The GreenSight PreSound system is designed to identify defects on aircraft through intelligent analysis of vibration. It accomplishes this by measuring structural vibrations induced by the vehicle’s own propellers, and analyzing that data using a machine learning model that determines whether a defect is present. The PreSound system is designed to require no human oversight, and to operate across a wide array of vehicles through re-training of the model for each target aircraft. PreSound has been developed and seen limited early success using data collected from the GreenSight Dreamer sUAS, a 5lb quadrotor vehicle designed for aerial imaging applications. The final detection model, trained on data with props spinning at 50% throttle, achieves excellent performance with over 99% average accuracy in detecting blade damage using a single FFT vector input. It demonstrates the ability to generalize to new types of blade damage, correctly classifying a different type of blade damage with 98% accuracy. Full test pulses were classified with 100% accuracy, and in live testing, all sets of data during blade movement were classified accurately with over 95% confidence. When trained on in-flight data, the same model achieves an average accuracy of 85% in distinguishing between undamaged and blade-damaged states in flight. The authors believe that these accuracies show significant potential of this approach to expand unmanned flight safety, with significant potential benefits in accelerating Advanced Aerial Mobility (AAM) and UAM aviation applications.

UAS↗
DOE OSTI2015

Predictive Modeling of Terrestrial Radiation Exposure from Geologic Materials

Aerial gamma ray surveys are important for those working in nuclear security and industry for determining locations of both anthropogenic radiological sources and natural occurrences of radionuclides. During an aerial gamma ray survey, a low flying aircraft, such as a helicopter, flies in a linear pattern across the survey area while measuring the gamma emissions with a sodium iodide (NaI) detector. Currently, if a gamma ray survey is being flown in an area, the only way to correct for geologic sources of gamma rays is to have flown the area previously. This is prohibitively expensive and would require complete national coverage. This project’s goal is to model the geologic contribution to radiological backgrounds using published geochemical data, GIS software, remote sensing, calculations, and modeling software. K, U and Th are the three major gamma emitters in geologic material. U and Th are assumed to be in secular equilibrium with their daughter isotopes. If K, U, and Th abundance values are known for a given geologic unit the expected gamma ray exposure rate can be calculated using the Grasty equation or by modeling software. Monte Carlo N-Particle Transport software (MCNP), developed by Los Alamos National Laboratory, is modeling software designed to simulate particles and their interactions with matter. Using this software, models have been created that represent various lithologies. These simulations randomly generate gamma ray photons at energy levels expected from natural radiologic sources. The photons take a random path through the simulated geologic media and deposit their energy at the end of their track. A series of nested spheres have been created and filled with simulated atmosphere to record energy deposition. Energies deposited are binned in the same manner as the NaI detectors used during an aerial survey. These models are used in place of the simplistic Grasty equation as they take into account absorption properties of the lithology which the simplistic equation ignores.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2016

Algorithms for Heterogeneous, Multiple Depot, Multiple Unmanned Vehicle Path Planning Problems

Unmanned vehicles, both aerial and ground, are being used in several monitoring applications to collect data from a set of targets. This article addresses a problem where a group of heterogeneous aerial or ground vehicles with different motion constraints located at distinct depots visit a set of targets. The vehicles also may be equipped with different sensors, and therefore, a target may not be visited by any vehicle. The objective is to find an optimal path for each vehicle starting and ending at its respective depot such that each target is visited at least once by some vehicle, the vehicle–target constraints are satisfied, and the sum of the length of the paths for all the vehicles is minimized. Two variants of this problem are formulated (one for ground vehicles and another for aerial vehicles) as mixed-integer linear programs and a branchand- cut algorithm is developed to compute an optimal solution to each of the variants. Computational results show that optimal solutions for problems involving 100 targets and 5 vehicles can be obtained within 300 seconds on average, further corroborating the effectiveness of the proposed approach.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Case study of UAS ignition of prescribed fire in a mixedwood on the William B. Bankhead National Forest, Alabama

Abstract Background For at least four decades, practitioners have recognized advantages of aerial versus ground ignition for maximizing the effectiveness of prescribed fires. For example, larger areas can be ignited in less time, or ignition energy may be variously targeted over an area in accordance with the uneven distribution of fuels. The maturation of wireless communication, geopositioning systems, and unmanned aerial systems (UAS) has enhanced those advantages, and UAS approaches also provide further advantages relative to helicopter ignitions, such as reduced risk to human safety, lower operating costs, and higher operational flexibility. In a long running study at the Bankhead National Forest in northcentral Alabama, prescribed fire has been used for nearly 20 years. Most of the burns have been hand-ignited via drip torches, while some have been aerially ignited via helicopter. In March 2022, for the first time, a UAS was used to ignite prescribed fires across a landscape that included a long-term research stand. This field note relates comparisons of both fire behavior and fuel consumption metrics for the UAS-ignited burn versus previous burns on the same stand, and versus burns of other research stands in the same year. Results The UAS-ignited prescribed fire experienced burn effects similar to those from ground-ignited prescribed fires on the same stand in previous years, as well as those from ground-ignited prescribed fires on other stands in the same year. Conclusion This post hoc analysis suggests that UAS ignition approaches may be sufficient for achieving prescribed burn goals, thereby enabling practitioners to realize the advantages offered by that ignition mode.

Environmental Sciences & Ecology↗
DOE OSTI2016

Hydrophobins in the Life Cycle of the Ectomycorrhizal Basidiomycete Tricholoma vaccinum

Hydrophobins—secreted small cysteine-rich, amphipathic proteins—foster interactions of fungal hyphae with hydrophobic surfaces, and are involved in the formation of aerial hyphae. Phylogenetic analyses of Tricholoma vaccinum hydrophobins showed a grouping with hydrophobins of other ectomycorrhizal fungi, which might be a result of co-evolution. Further analyses indicate angiosperms as likely host trees for the last common ancestor of the genus Tricholoma. The nine hydrophobin genes in the T. vaccinum genome were investigated to infer their individual roles in different stages of the life cycle, host interaction, asexual and sexual development, and with respect to different stresses. In aerial mycelium, hyd8 was up-regulated. In silico analysis predicted three packing arrangements, i.e., ring-like, plus-like and sheet-like structure for Hyd8; the first two may assemble to rodlets of hydrophobin covering aerial hyphae, whereas the third is expected to be involved in forming a two-dimensional network of hydrophobins. Metal stress induced hydrophobin gene hyd5. In early steps of mycorrhization, induction of hyd4 and hyd5 by plant root exudates and root volatiles could be shown, followed by hyd5 up-regulation during formation of mantle, Hartig’ net, and rhizomorphs with concomitant repression of hyd8 and hyd9. During fruiting body formation, mainly hyd3, but also hyd8 were induced. Host preference between the compatible host Picea abies and the low compatibility host Pinus sylvestris could be linked to a stronger induction of hyd4 and hyd5 by the preferred host and a stronger repression of hyd8, whereas the repression of hyd9 was comparable between the two hosts.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2012

Topographic and Air-Photo Lineaments in Various Locations Related to Geothermal Exploration in Colorado

These line shapefiles trace apparent topographic and air-photo lineaments in various counties in Colorado. It was made in order to identify possible fault and fracture systems that might be conduits for geothermal fluids, as part of a DOE reconnaissance geothermal exploration program. Geothermal fluids commonly utilize fault and fractures in competent rocks as conduits for fluid flow. Geothermal exploration involves finding areas of high near-surface temperature gradients, along with a suitable "plumbing system" that can provide the necessary permeability. Geothermal power plants can sometimes be built where temperature and flow rates are high. This line shapefile is an attempt to use desktop GIS to delineate possible faults and fracture orientations and locations in highly prospective areas prior to an initial site visit. Geochemical sampling and geologic mapping could then be centered around these possible faults and fractures. To do this, georeferenced topographic maps and aerial photographs were utilized in an existing GIS, using ESRI ArcMap 10.0 software. The USA_Topo_Maps and World_Imagery map layers were chosen from the GIS Server at server.arcgisonline.com, using a UTM Zone 13 NAD27 projection. This line shapefile was then constructed over that which appeared to be through-going structural lineaments in both the aerial photographs and topographic layers, taking care to avoid manmade features such as roads, fence lines, and utility right-of-ways. Still, it is unknown what actual features these lineaments, if they exist, represent. Although the shapefiles are arranged by county, not all areas within any county have been examined for lineaments. Work was focused on either satellite thermal infrared anomalies, known hot springs or wells, or other evidence of geothermal systems. Finally, lineaments may be displaced somewhat from their actual location, due to such factors as shadow effects with low sun angles in the aerial photographs. Credits: These lineament shapefile was created by Geothermal Development Associates, as part of a geothermal geologic reconnaissance performed by Flint Geothermal, LLC, of Denver Colorado. Use Limitation: These shapefiles were constructed as an aid to geothermal exploration in preparation for a site visit for field checking. We make no claims as to the existence of the lineaments, their location, orientation, and/or nature.

15 GEOTHERMAL ENERGY↗
DOE OSTI2012

Archuleta County CO Lineaments

This layer traces apparent topographic and air-photo lineaments in the area around Pagosa springs in Archuleta County, Colorado. It was made in order to identify possible fault and fracture systems that might be conduits for geothermal fluids. Geothermal fluids commonly utilize fault and fractures in competent rocks as conduits for fluid flow. Geothermal exploration involves finding areas of high near-surface temperature gradients, along with a suitable plumbing system that can provide the necessary permeability. Geothermal power plants can sometimes be built where temperature and flow rates are high. To do this, georeferenced topographic maps and aerial photographs were utilized in an existing GIS, using ESRI ArcMap 10.0 software. The USA_Topo_Maps and World_Imagery map layers were chosen from the GIS Server at server.arcgisonline.com, using a UTM Zone 13 NAD27 projection. This line shapefile was then constructed over that which appeared to be through-going structural lineaments in both the aerial photographs and topographic layers, taking care to avoid manmade features such as roads, fence lines, and right-of-ways. These lineaments may be displaced somewhat from their actual location, due to such factors as shadow effects with low sun angles in the aerial photographs. Note: This shape file was constructed as an aid to geothermal exploration in preparation for a site visit for field checking. We make no claims as to the existence of the lineaments, their location, orientation, and nature.

15 GEOTHERMAL ENERGY↗