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At least 1,045 records · Page 58
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Simultaneous Observations of Traveling Convection Vortices: Ionosphere-Thermosphere Coupling

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

Kim, Hyomin↗
NASA NTRS2021

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

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

machine learning↗
NASA NTRS2021

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

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

machine learning↗
NASA NTRS2005

Multi-Center Traffic Management Advisor Operational Field Test Results

The Multi-Center Traffic Management Advisor (McTMA) is a research prototype system which seeks to bring time-based metering into the mainstream of air traffic control (ATC) operations. Time-based metering is an efficient alternative to traditional air traffic management techniques such as distance-based spacing (miles-in-trail spacing) and managed arrival reservoirs (airborne holding). While time-based metering has demonstrated significant benefit in terms of arrival throughput and arrival delay, its use to date has been limited to arrival operations at just nine airports nationally. Wide-scale adoption of time-based metering has been hampered, in part, by the limited scalability of metering automation. In order to realize the full spectrum of efficiency benefits possible with time-based metering, a much more modular, scalable time-based metering capability is required. With its distributed metering architecture, multi-center TMA offers such a capability.

Farley, Todd↗
NASA NTRS2008

The Solar Energetic Particle Event of December 14, 2006

We report on observations of a solar energetic particle event by instruments on five different spacecraft: the Advanced Composition Explorer (ACE), STEREO A and B, WIND, and GOES II. The event began with a class X1.5 .soft x-ray flare in AR930 on December 14 at 22:15 UT. At this time the two STEREO spacecraft were located outside the Earth's magnetosphere and were heading for their first lunar swing-by on December 15. The x-ray event was located on the sun at W46, a longitude which is nominally well-connected magnetically to the Earth. An interplanetary shock, associated with an earlier X3.4 event on December 13 (also from AR930), passed the Earth on December 14 at approx.13:56 (time at ACE). The corresponding magnetic cloud arrived at approx.22 UT on December 14, close to the time of the onset of the particle event associated with the X1.5 flare, and extended until approx.08 UT on December 15. The intensity of approx.14 MeV protons at STEREO A shows three dips by factors of approx.10 or more during the early stages of this event while the spacecraft was within the magnetic cloud. Similar dips are seen for protons to at least 100 MeV. In principle, these dips could have been caused by changes in the magnetic field direction with respect to the particle telescope's field of view while viewing a beamed particle distribution. However, this possibility can be ruled out because the magnetic field at the spacecraft shows no evidence of such directional variations, and similar particle intensity dips were seen by instruments on other spacecraft in the near-Earth solar wind. We shall present evidence that the dips were actually associated with varying magnetic connection to the Sun within the magnetic cloud. These dips were not observed at GOES II, suggesting they were somehow smoothed out by passage into the magnetosphere.

vonRosenvinge, T. T.↗
NASA NTRS1977

Pioneer 9 and Pioneer 10 observations of the solar wind associated with the August 1972 events

Observations are presented of the changes in the solar wind proton parameters at 0.8 and 2.2 AU as a result of the solar flares in August 1972. These observations were obtained by the NASA Ames Research Center solar wind plasma analyzer experiments on Pioneer 9 and Pioneer 10. High time resolution measurements are presented of the solar wind proton speed associated with the arrival of the interplanetary shocks at Pioneer 9 and Pioneer 10. For these events, differential ion energy per unit charge spectra are shown which indicate the changes in the solar wind ion distribution function associated with the arrival of each of the interplanetary shocks. Four fast shocks are identified at Pioneer 9, and it is found that previously the time of arrival of the first interplanetary shock at Pioneer 9 was not correctly identified. Two fast shocks and one reverse shock are identified at Pioneer 10.

Intriligator, D. S.↗
DOE OSTI2023

Studies of Laser-Driven Flyer Acceleration Using Optical Fiber Coupling [Book Chapter]

An optically recording velocity interferometer system has been used to measure acceleration histories and maximum velocities for laser-driven aluminum foil targets launched from the output face of optical fibers. Peak flyer velocities have been determined as a function of various parameters, including driving laser fluence, laser pulse duration and target thickness. The results at high fluences are consistent with a nearly constant efficiency of coupling optical energy into flyer kinetic energy and a small ablated mass fraction; however, the coupling efficiency falls off rapidly at fluences < 15 J-cm -2 . Measurement of the time delay between laser pulse arrival at the target and the onset of flyer motion have also been performed. Significant delays are observed at low fluences, arising from the increased time required for plasma formation at the fiber/foil interface under these conditions.

440600 -- Optical Instrumentation-- (1990-)↗
NASA NTRS1984

Effects of aircraft and flight parameters on energy-efficient profile descents in time-based metered traffic

Attention is given to a computer algorithm yielding the data required for a flight crew to navigate from an entry fix, about 100 nm from an airport, to a metering fix, and arrive there at a predetermined time, altitude, and airspeed. The flight path is divided into several descent and deceleration segments. Results for the case of a B-737 airliner indicate that wind and nonstandard atmospheric properties have a significant effect on the flight path and must be taken into account. While a range of combinations of Mach number and calibrated airspeed is possible for the descent segments leading to the metering fix, only small changes in the fuel consumed were observed for this range of combinations. A combination that is based on scheduling flexibility therefore seems preferable.

Dejarnette, F. R.↗
NASA NTRS2008

Simulation Results for Airborne Precision Spacing along Continuous Descent Arrivals

This paper describes the results of a fast-time simulation experiment and a high-fidelity simulator validation with merging streams of aircraft flying Continuous Descent Arrivals through generic airspace to a runway at Dallas-Ft Worth. Aircraft made small speed adjustments based on an airborne-based spacing algorithm, so as to arrive at the threshold exactly at the assigned time interval behind their Traffic-To-Follow. The 40 aircraft were initialized at different altitudes and speeds on one of four different routes, and then merged at different points and altitudes while flying Continuous Descent Arrivals. This merging and spacing using flight deck equipment and procedures to augment or implement Air Traffic Management directives is called Flight Deck-based Merging and Spacing, an important subset of a larger Airborne Precision Spacing functionality. This research indicates that Flight Deck-based Merging and Spacing initiated while at cruise altitude and well prior to the Terminal Radar Approach Control entry can significantly contribute to the delivery of aircraft at a specified interval to the runway threshold with a high degree of accuracy and at a reduced pilot workload. Furthermore, previously documented work has shown that using a Continuous Descent Arrival instead of a traditional step-down descent can save fuel, reduce noise, and reduce emissions. Research into Flight Deck-based Merging and Spacing is a cooperative effort between government and industry partners.

Barmore, Bryan E.↗
DOE OSTI2026

Interplay between Ultrafast Electronic and Librational Dynamics in Liquid Nitrobenzene Probed with Two-Color Four-Wave Mixing

Here, we present an experimental and theoretical study of the interplay between ultrafast electron dynamics and librational dynamics in liquid nitrobenzene. A femtosecond ultraviolet pulse and two femtosecond near-infrared pulses interact with nitrobenzene molecules, generating a four-wave mixing nonlinear signal measured in the Optical Kerr Effect geometry. The signal is measured to be nonzero only at negative time delays, corresponding to the near-infrared pulses arriving before the ultraviolet pulse. We perform time-dependent Quantum Master Equation calculations with classical libration to simulate the experiment. The simulations support the conclusion that the near-infrared pulses launch librational motion while creating electronic coherences resulting in a libration-modulated electronic nonlinear response. The analysis of the phase-matched four-wave mixing signals suggests a nonparametric process leaving the molecules in an excited electronic state, providing new insight into ultrafast nonlinear optical interactions in liquids and advancing toward probing ultrafast electronic coherences in complex molecular liquids.

Shivaram, Niranjan [Lawrence Berkeley National Lab↗
NASA NTRS1979

A study of solar flare electron events from October 1972 through December 1974 from Imp 7 and 8

Data from the Johns Hopkins University Applied Physics Laboratory Charged Particle Measurement Experiment aboard Imp H and J were searched for solar flare produced intensity increases in greater than 0.2-MeV electrons during the 26-month period from October 1972 through December 1974. Of the 44 solar electron events found during this period, 31 were isolated for a detailed statistical study. Systematics among the characteristics of the electron profiles (e.g., peak intensity times and count rates) and those of the associated flares (e.g., H-alpha onset times, H-alpha importance class, heliocentric coordinates, etc.) were examined, and the significant results are presented in several scatter plots. The results reveal that the time delay between the flare onset and the arrival of the peak electron intensity at 1 AU (time to maximum) is a function of the flare's deviation in heliolongitude from the solar region which was well connected to the earth via a magnetic flux tube; the well-connected flares produced electron intensity maxima in the least time.

Decker, R. B.↗
NASA NTRS1982

Flight-Management Algorithm for Fuel-Conservative Descents

Federal Aviation Administration has developed an automated time-based metering form of air traffic control for arrivals into terminal area called local flow management/profile descent (LFM/PD). LFM/PD saves fuel by matching airplane arrival flow to airport acceptance rate through time-control computations and by allowing pilot to descend at his discretion from cruise altitude to metering fix in an idle-thrust, clean configuration (landing gear up, flaps zero, speed brakes retracted).

Knox, C. E.↗
NASA NTRSDate not supplied

Objective Measurement Assessment of Departure Advisories for Ramp Controllers from a Human-In-The-Loop Simulation

NASA has developed and demonstrated an integrated arrival, departure, and surface concept and technology for efficient air traffic management in busy terminal environments under the Airspace Technology Demonstration 2 (ATD-2) subproject. In April/May 2019, NASA conducted a human-in-the-loop (HITL) simulation with ramp and tower controllers having experience at Dallas/Fort Worth International Airport (DFW). The purpose of this HITL was to evaluate the impacts of various surface metering goals in ramp operations at DFW and test new features of the ATD-2 ramp controller decision support tools. This paper evaluates the quantitative metrics from the simulation results related to airport performance and surface metering given various departure scheduling advisories for ramp controllers. The objective measurements compared include the controller’s compliance with the target times for pushback and spot arrival, the number of metered flights, aircraft gate hold and taxi time, runway throughput, and the number of aircraft on the surface. The simulation results show that there were no statistically significant benefits from surface metering at DFW for airport performance due to several simulation artifacts notably different from real operations. Considering controller workload and situation awareness, following either gate pushback or spot arrival advisory could be a better metering option than utilizing both advisories when surface metering is applied at DFW.

airport ramp traffic control decision support↗
NASA NTRS1972

Design of a high-speed real-time symbiont

The problems involved, approach taken, and solution arrived at are described in a software study to design a high speed, real time symbiont for analog telemetry processing. The symbiont design is based on the need for transferring data from one I/O device to another without significant use of core space or central processor time. The queues, programmed wait states, and teletype commands incorporated in the symbiont design are discussed.

Grunby, E. I.↗