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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 991 records · Page 55
All sourcesNASA NTRSDOE OSTI
NASA NTRS2008

Effect of Surface Traffic Count on Taxi Time at Dallas-Fort Worth (DFW) International Airport

As the amount of air traffic increases over the years, most airports simply do not have the means of expanding to handle the intensified traffic on the surface that will ensue. Precise surveillance equipment and automation concepts, as well as advanced surface traffic algorithms are being developed to improve airport efficiency. These surface algorithms require inputs unique to each airport to ensure maximum efficiency, and minimal taxi delay. This study analyzes surface traffic at Dallas-Fort Worth International Airport (DFW) to determine the effect of the number of aircraft on the surface and the amount of stop and go situations they experience to the amount of additional taxi time encountered. If the surface capacity of an airport is known, minimal delay can be accomplished by limiting the number of taxiing aircraft to that capacity. This concept is related to highways, where traffic flow drastically decreases as more cars occupy the road. An attempt to minimize this effect on highways is seen with the use of metering lights at freeway on-ramps. Since the surface traffic at airports is highly regulated, and aircraft are less mobile on the ground, limiting the surface count to a certain number can greatly reduce the amount of additional taxi time encountered, as well as reduce hazardous emissions. This study will also find the regions of an airport that encounter the most additional taxi time when the number of aircraft in that area is increased. This could help surface traffic algorithms avoid congesting that area, or re-route aircraft to different runways when that area reaches its capacity. The relationship between the amount of stop and go situations an aircraft encounters and their effect on the taxi time of that aircraft will also be investigated. This will help to determine the effect of holding an aircraft on the taxiway as opposed to re-routing it. The lesser of the two should be used when developing surface traffic algorithms to further minimize the delay encountered. The fields investigated in this study include taxi time, the number of aircraft on the surface, the number of stop and go situations, and the time stopped for each aircraft. Taxi time is defined as spot to runway for departures, and runway to spot for arrivals. It does not include ramp area taxi time because the ramp area is controlled differently, and surface traffic schedulers do not currently incorporate them. Taxi time is found by finding the difference between take-off time (OFF) and spot crossing time for departures, and spot crossing time and landing time (ON) for arrivals. All surface data was either found directly using the Surface Operations Data Analysis and Adaptation (SODAA), a tool to analyze the Surface Management System (SMS) generated log files, or indirectly from SODAA using Matlab to derive values from SODAA data. The number of aircraft on the surface is found by looping through the ON times, OFF times, and spot times for each aircraft during a particular day. For each departure aircraft, surface counts are taken at its spot crossing and OFF time. The average of these two is used as the surface count for that aircraft. For arrivals, surface counts are taken at its ON time and its spot crossing time. The average of these two is used.

Kistler, Matthew Stephen↗
NASA NTRS1972

On obtaining lunar mission launch opportunities

A general procedure for predicting launch opportunities for the RAE-B lunar orbiter mission is presented. It is shown that knowledge of the earth-moon distance and lunar phase and declination are sufficient to determine launch periods consistent with present mission constraints and to approximately predict launch, transfer, and arrival parameters such as park orbit coast time, the possiblity of shadows in all phases of the mission, arrival energy, and the amount of sunlit orbit time in the lunar orbit. Constraints on RAE-B include bounds on the spin axis-sun angle in the translunar trajectory, an upper limit on the arrival energy, and a minimum time for sunlight duration in lunar orbits are being considered for the mission. Comparisons are made of relevant parameters for the two cases. The general features of launch, transfer, and arrival parameters are discussed and are shown to be a function of lunar declination, flight time, and launch azimuth.

Swartwood, H., Jr.↗
NASA NTRS1983

Particle-sampling statistics in laser anemometers Sample-and-hold systems and saturable systems

The effect of the data-processing system on the particle statistics obtained with laser anemometry of flows containing suspended particles is examined. Attention is given to the sample and hold processor, a pseudo-analog device which retains the last measurement until a new measurement is made, followed by time-averaging of the data. The second system considered features a dead time, i.e., a saturable system with a significant reset time with storage in a data buffer. It is noted that the saturable system operates independent of the particle arrival rate. The probabilities of a particle arrival in a given time period are calculated for both processing systems. It is shown that the system outputs are dependent on the mean particle flow rate, the flow correlation time, and the flow statistics, indicating that the particle density affects both systems. The results are significant for instances of good correlation between the particle density and velocity, such as occurs near the edge of a jet.

Edwards, R. V.↗
NASA NTRS1973

Relaxation of the accelerating-gas boundary layer to the test-gas boundary layer on a flat plate in an expansion tube

An analytic investigation of the relaxation of the accelerating-gas boundary layer to the test-gas boundary layer over a flat plate mounted in an expansion tube has been conducted. In this treatment, nitrogen has been considered as the test gas and helium as the accelerating gas. The problem is analyzed in two conically similar limits: (1) when the time lag between the arrival of the shock and the interface at the leading edge of the plate is very large, and (2) when this time lag is negligible. The transient laminar boundary-layer equations of a perfect binary-gas mixture are taken as the flow governing equations. These coupled equations have been solved numerically by Gauss-Seidel line-relaxation method. The results predict the transient behavior as well as the time required for an all-helium accelerating-gas boundary layer to relax to an all-nitrogen boundary layer.

Gupta, R. N.↗
NASA NTRS2003

A new dynamical atmospheric ionizing radiation (AIR) model for epidemiological studies

A new Atmospheric Ionizing Radiation (AIR) model is currently being developed for use in radiation dose evaluation in epidemiological studies targeted to atmospheric flight personnel such as civilian airlines crewmembers. The model will allow computing values for biologically relevant parameters, e.g. dose equivalent and effective dose, for individual flights from 1945. Each flight is described by its actual three dimensional flight profile, i.e. geographic coordinates and altitudes varying with time. Solar modulated primary particles are filtered with a new analytical fully angular dependent geomagnetic cut off rigidity model, as a function of latitude, longitude, arrival direction, altitude and time. The particle transport results have been obtained with a technique based on the three-dimensional Monte Carlo transport code FLUKA, with a special procedure to deal with HZE particles. Particle fluxes are transformed into dose-related quantities and then integrated all along the flight path to obtain the overall flight dose. Preliminary validations of the particle transport technique using data from the AIR Project ER-2 flight campaign of measurements are encouraging. Future efforts will deal with modeling of the effects of the aircraft structure as well as inclusion of solar particle events. Published by Elsevier Ltd on behalf of COSPAR.

Aviation↗
NASA NTRS1972

An analysis of the relaxation of laminar boundary layer on a flat plate after passage of an interface with application to expansion-tube flows

The relaxation of the accelerating-gas boundary layer to the test-gas boundary layer over a flat plate in an expansion tube is analyzed. Several combinations of test gas and acceleration gas are considered. The problem is treated in two conically similar limits: (1) when the time lag between the arrival of the shock and the interface at the leading edge of the plate is very large, and (2) when this lag is negligible. The time-dependent laminar-boundary-layer equations of a binary mixture of perfect gases are taken as the flow-governing equations. This coupled set of differential equations, written in terms of the Lam-Crocco variables, has been solved by a line-relaxation finite-difference techniques. The results presented include the Stanton number and the local skin-friction coefficient as functions of shock Mach number and the nondimensional distance-time variable. The results indicate that more than 95 percent of the test-gas boundary layer exists over a length, measured from the leading edge of the plate, equal to about three-tenths of the distance traversed by the interface in the free stream.

Gupta, R. N.↗
NASA NTRS1993

Well-resolved observations by ISEE 2 of ion dispersion in the magnetospheric cusp

During a prolonged period of southward IMF on October 30, 1978, the ISEE 2 spacecraft observed an unusually prolonged and distinct region of ion energy-time dispersion in the dayside dawn magnetosphere. Observed plasma features included the (1) presence of magnetosheath electrons and initial absence of magnetosheath ions and (2) subsequent arrival and energy-time dispersion of magnetosheath ions as the spacecraft transited outbound from 6.03 to 7.66 Earth radii. We use ISEE 2 ion measurements to illustrate these dispersive time-of-flight effects and to support our interpretation of a location in the north magnetospheric cusp. Ion energy dispersion persists for about 35 min and includes well-resolved sequences of magnetosheath and magnetospheric ion distributions. We focus primarily on observations and time-of-flight analysis of ions from the magnetosheath, which are observed simultaneously entering and exiting the cusp at different energies. We discuss the observational support and shortcomings of various ion injection locations and durations and conclude that quasi-steady merging at the dayside magnetopause, with ion dispersion caused by spacecraft motion away from the last closed field line, is the most likely scenario.

Phillips, J. L.↗
DOE OSTI2022

Online Learning and Pricing for Service Systems with Reusable Resources

We consider a price-based revenue management problem with finite reusable resources over a finite time horizon T. Customers arrive following a price-dependent Poisson process, and each customer requests one unit of c homogeneous reusable resources. If there is an available unit, the customer gets served within a price-dependent exponentially distributed service time; otherwise, the customer waits in a queue until the next available unit. In this paper, we assume that the firm does not know how the arrival and service rates depend on posted prices, and thus it makes adaptive pricing decisions in each period based only on past observations to maximize the cumulative revenue. Given a discrete price set with cardinality P, we propose two online learning algorithms, termed batch upper confidence bound (BUCB) and batch Thompson sampling (BTS), and prove that the cumulative regret upper bound is O˜(√PT) , which matches the regret lower bound. In establishing the regret, we bound the transient system performance upon price changes via a novel coupling argument, and also generalize bandits to accommodate subexponential rewards. Here, we also extend our approach to models with balking and reneging customers and discuss a continuous price setting. Our numerical experiments demonstrate the efficacy of the proposed BUCB and BTS algorithms.

97 MATHEMATICS AND COMPUTING↗
NASA NTRS2017

Integrated Demand Management: Minimizing Unanticipated Excessive Departure Delay while Ensuring Fairness from a Traffic Management Initiative

This paper introduces NASA's Integrated Demand Management (IDM) concept and presents the results from an early proof-of-concept evaluation and an exploratory experiment. An initial development of the concept was focused on integrating two systems - i.e. the FAA's newly deployed Traffic Flow Management System (TFMS) tool called the Collaborative Trajectory Options Program (CTOP) and the Time-Based Flow Management (TBFM) system with Extended Metering (XM) capabilities to manage projected heavy traffic demand into a capacity-constrained airport. A human-in-the-loop (HITL) simulation experiment was conducted to demonstrate the feasibility of the initial development of the concept by adapting it to an arrival traffic problem at Newark Liberty International Airport (EWR) during clear weather conditions. In this study, the CTOP was utilized to strategically plan the arrival traffic demand by controlling take-off times of both short- and long-haul flights (long-hauls specify aircraft outside TBFM regions and short-hauls specify aircraft within TBFM regions) in a way that results in equitable delays among the groups. Such strategic planning allows less airborne delay to occur within TBFM by feeding manageable long-haul traffic demand while reserving sufficient slots in the overhead streams for the short-haul departures. The manageable traffic demand indicates the TBFM scheduler assigns no more airborne delay than its assigned airspace is capable of absorbing. TBFM then uses its time-based metering capabilities to deliver the desirable throughput by tactically rescheduling the TBFM entered long-haul flights and short-haul departures. Additional research was also performed to explore use of Required Time of Arrival (RTA) capabilities as a potential control mechanism for the airborne flights to improve arrival traffic delivery accuracy of scheduled long-haul traffic demand. The study results show that both short- and long-haul flights received similar ground delays. In addition, there was a noticeable reduction in the total amount of excessive unanticipated last-minute ground delays, i.e. delays that are frequently imposed on the short-haul flight in current day operations due to saturation in the overhead stream, commonly referred to as 'double penalty'. Furthermore, the concept achieved the target throughput while minimizing the expected cost associated with overall delays in arrival traffic. Assessment of the RTA capabilities showed that there was indeed improvement of the scheduled entry times into TBFM regions by using RTA capabilities. However, with respect to reduction in delays incurred within TBFM, there was no observable benefit of improving the precision of long-haul flights entry times.

Collaborative Trajectory Options Program (CTOP)↗
NASA NTRS2015

Enhancing the Traffic Management Advisor's Schedule by Time Advance

A time advance algorithm associated with the scheduling functionalities of the Traffic Management Advisor (TMA) for arrival flights is presented and evaluated. The algorithm enhances TMA's meter fix schedule by advancing the flights' Scheduled Time of Arrival (STA) by an amount that minimizes their systemic operating cost. The systemic operating cost leverages the inherent trade-off of time and fuel efficiency resident in the cost index of modern flight management systems. The resulting STAs are achievable by speeding up the leading flights from their desired nominal speed profiles. A key advantage of this approach is that it reduces systemic delay to tight groupings of arriving aircraft as well as increases sustained throughput of the operation. A fast-time, Monte Carlo simulation that emulates TMA's scheduling functionalities is performed for arrival flights to the Phoenix Airport to quantify the benefit of the time advance algorithm. Results show consistent time saving benefits, ranging from 3 to 50 minutes for 112 flights with varying levels of traffic congestion.

arrival traffic management↗
NASA NTRS1995

Knowledge-Based Scheduling of Arrival Aircraft in the Terminal Area

A knowledge based method for scheduling arrival aircraft in the terminal area has been implemented and tested in real time simulation. The scheduling system automatically sequences, assigns landing times, and assign runways to arrival aircraft by utilizing continuous updates of aircraft radar data and controller inputs. The scheduling algorithm is driven by a knowledge base which was obtained in over two thousand hours of controller-in-the-loop real time simulation. The knowledge base contains a series of hierarchical 'rules' and decision logic that examines both performance criteria, such as delay reductions, as well as workload reduction criteria, such as conflict avoidance. The objective of the algorithm is to devise an efficient plan to land the aircraft in a manner acceptable to the air traffic controllers. This paper describes the scheduling algorithms, gives examples of their use, and presents data regarding their potential benefits to the air traffic system.

Krzeczowski, K. J.↗
DOE OSTI2026

Design of a Level-1 Long-Lived Particle Trigger in the CMS Hadron Calorimeter

The Hadron Calorimeter (HCAL) in the Compact Muon Solenoid (CMS) experiment at the Large Hadron Collider (LHC) was recently upgraded for Run 3 to introduce depth segmentation and online timing measurements, expanding the physics capabilities. In particular, the augmentation of the calorimeter information at the hardware trigger level enables quick identification and recording of long-lived particle decays using lower thresholds on energy-based event quantities. The depth segmentation and online timing capabilities are utilized in novel HCAL-based hardware-level triggers to identify displaced and delayed long-lived particles (LLPs), either decaying inside the calorimeter volume or arriving at a delayed time. This increases the sensitivity to LLP decays occurring up to almost 6 m from the collision point. This two-pronged calorimeter trigger approach leverages the new capabilities of the CMS HCAL to expand the phase space accessible in ongoing LLP searches. These triggers were deployed for Run 3 of the LHC, beginning data-taking in 2022, and we review the trigger implementation and calibration.

Kopp, Gillian Baron [Princeton University, NJ (Uni↗
DOE OSTI2020

Characterizing Acoustic Signals in the Buildup to a Magnet Quench

In superconducting magnets, the irreversible transition of a portion of the coils to the resistivestate is called a quench. Repeated quenches are very costly, but there is currently no way ofanticipating quenches before they arrive, and relatively little is understood theoretically about thebuildup to a quench. In this study, we examine the relationship between the energy of acoustic eventsin the magnet during training and the minimum quench energy (MQE), an analytical formula forthe minimum possible energy needed to sustain a quench. We nd a tendency for the ratio ofevent energy to MQE (henceforth known as the "energy ratio") to increase over time in some rampsbut not others. Moreover, there are occasional outlier events that are unusually strong, and thereappears to be no consistent threshold for a quench. We further uncover concerns about the validityof the acoustic data, including signicant variations in the relative strengths of an event in dierentsensors and a few inconsistencies between sensors concerning the arrival times of acoustic events. Weultimately conclude that, while the energy ratio does often increase over time, any further researchendeavors will require the data to be improved in many ways.

43 PARTICLE ACCELERATORS↗
NASA NTRS2010

A Final Approach Trajectory Model for Current Operations

Predicting accurate trajectories with limited intent information is a challenge faced by air traffic management decision support tools in operation today. One such tool is the FAA's Terminal Proximity Alert system which is intended to assist controllers in maintaining safe separation of arrival aircraft during final approach. In an effort to improve the performance of such tools, two final approach trajectory models are proposed; one based on polynomial interpolation, the other on the Fourier transform. These models were tested against actual traffic data and used to study effects of the key final approach trajectory modeling parameters of wind, aircraft type, and weight class, on trajectory prediction accuracy. Using only the limited intent data available to today's ATM system, both the polynomial interpolation and Fourier transform models showed improved trajectory prediction accuracy over a baseline dead reckoning model. Analysis of actual arrival traffic showed that this improved trajectory prediction accuracy leads to improved inter-arrival separation prediction accuracy for longer look ahead times. The difference in mean inter-arrival separation prediction error between the Fourier transform and dead reckoning models was 0.2 nmi for a look ahead time of 120 sec, a 33 percent improvement, with a corresponding 32 percent improvement in standard deviation.

Gong, Chester↗
NASA NTRS1995

Knowledge-based scheduling of arrival aircraft

A knowledge-based method for scheduling arrival aircraft in the terminal area has been implemented and tested in real-time simulation. The scheduling system automatically sequences, assigns landing times, and assigns runways to arrival aircraft by utilizing continuous updates of aircraft radar data and controller inputs. The scheduling algorithms is driven by a knowledge base which was obtained in over two thousand hours of controller-in-the-loop real-time simulation. The knowledge base contains a series of hierarchical 'rules' and decision logic that examines both performance criteria, such as delay reduction, as well as workload reduction criteria, such as conflict avoidance. The objective of the algorithms is to devise an efficient plan to land the aircraft in a manner acceptable to the air traffic controllers. This paper will describe the scheduling algorithms, give examples of their use, and present data regarding their potential benefits to the air traffic system.

Krzeczowski, K.↗
DOE OSTI2024

An implicit solution for Asay foil trajectories generated by separable, sustained-production ejecta source models

We present a simple implicit solution for the time-dependent trajectory of a thin Asay foil ejecta diagnostic for the general case where the impinging ejecta cloud is generated by a source function characterized by an arbitrary (sustained) time dependence and a time-independent (stationary) particle velocity distribution. In the limit that the source function time dependence becomes a delta function, this solution—which is amenable to rapid numerical calculations of arbitrary accuracy—exactly recovers a previously published solution for the special case of instantaneous ejecta production. We also derive simple expressions for the free-surface arrival (catch-up) time as well as the true ejecta areal mass accumulation on the accelerating foil and place bounds on the level of error incurred when applying instant-production mass solutions to a sustained-production trajectory. We demonstrate these solutions with example calculations for hypothetical source functions spanning a wide range of ejecta production durations, velocity distributions, and temporal behaviors. These calculations demonstrate how the foil trajectory is often insensitive to the temporal dependence of the source function, instead being dominated by the velocity distribution. We quantify this insensitivity using a “compatibility score” metric. Under certain conditions, one may capitalize upon this insensitivity to obtain a good approximation of the second integral of the velocity distribution from the observed foil trajectory.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS2000

The Dynamic Planner: The Sequencer, Scheduler, and Runway Allocator for Air Traffic Control Automation

The Dynamic Planner (DP) has been designed, implemented, and integrated into the Center-TRACON Automation System (CTAS) to assist Traffic Management Coordinators (TMCs), in real time, with the task of planning and scheduling arrival traffic approximately 35 to 200 nautical miles from the destination airport. The TMC may input to the DP a series of current and future scheduling constraints that reflect the operation and environmental conditions of the airspace. Under these constraints, the DP uses flight plans, track updates, and Estimated Time of Arrival (ETA) predictions to calculate optimal runway assignments and arrival schedules that help ensure an orderly, efficient, and conflict-free flow of traffic into the terminal area. These runway assignments and schedules can be shown directly to controllers or they can be used by other CTAS tools to generate advisories to the controllers. Additionally, the TMC and controllers may override the decisions made by the DP for tactical considerations. The DP will adapt to computations to accommodate these manual inputs.

Wong, Gregory L.↗
NASA NTRS1980

Time dependent plasma injection by Io

A two parameter model of time-dependent, flux-tube interchange diffusion is fit to the Voyager 1 plasma data obtained in the Io plasma disk. The interpretation of the parameters required to achieve the fit is that plasma injection increased suddenly and substantially (by more than an order of magnitude) at some time prior to the arrival of Voyager 1 (between 1 and 100 days prior). The injection rate was about 2 x 10 to the (29 plus or minus 1) power ion/sec. At this rate, the centrifugally driven interchange instability dominated outward diffusion, causing the outward diffusion rate to be about a factor of 50 greater than the inward diffusion rate. The material diffusing inward had time to cool by radiation, possibly accounting for the observed temperature drop inside the orbit of Io.

Richardson, J. D.↗