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NASA NTRSDate not supplied

Fast Aircraft Separation Calculations for Gradient Based Optimization of Airspace Simulations

Simulations of airspace operational concepts can play a significant role in determining future paradigms that would allow for a safe increase in airspace density. In particular, airspace simulations which are capable of handling large numbers of aircraft act as an enabling capability for the testing of proposed airspace operational concepts. Simulations allowing for gradient based optimization methods are particularly attractive, since they would potentially allow for an efficient and empirical means to derive best operational practices. These could also allow for vehicle multidisciplinary design and optimization studies to include air traffic management considerations as a discipline. But any large scale simulation of airspace operations must include some methodology for addressing airspace separation requirements, which in the most direct sense would be tracked in a manner that computationally grows as a quadratic function of the number of simulated aircraft. Efficient indirect methods have been developed in certain contexts to address this limitation. However, any means of addressing separation requirements in a gradient based optimization context should be implemented by functions which provide analytic derivative information to maximize numerical precision and computational efficiency. In this paper, a fast and differentiable separation metric is described in application to gradient based optimization of airspace operations. Rather than computing the separation distance between every pair of aircraft in a simulation, this method effectively reduces the problem to a smaller relevant set using a geometric decomposition. This method guarantees that the smallest distance at all points in simulated time is determined exactly. When used in an optimization constraint context, this guarantees that a minimum separation is maintained between all pairs of aircraft. The presented metric has logarithmic computational growth with respect to the number of simulated aircraft, and is shown to perform well in a series of notional 2D airspace optimization problems when used to enforce specified airborne separation constraints. Results show that this is notably faster than a direct pairwise distance computing metric for optimizations involving both small and large numbers of aircraft, yet enforce separation requirements to the same tolerance. It is shown that this favorable scalability is an enabling capability for more sophisticated air traffic management conceptual studies.

Optimization↗

NASA NTRS1994

Efficient massively parallel simulation of dynamic channel assignment schemes for wireless cellular communications

Fast, efficient parallel algorithms are presented for discrete event simulations of dynamic channel assignment schemes for wireless cellular communication networks. The driving events are call arrivals and departures, in continuous time, to cells geographically distributed across the service area. A dynamic channel assignment scheme decides which call arrivals to accept, and which channels to allocate to the accepted calls, attempting to minimize call blocking while ensuring co-channel interference is tolerably low. Specifically, the scheme ensures that the same channel is used concurrently at different cells only if the pairwise distances between those cells are sufficiently large. Much of the complexity of the system comes from ensuring this separation. The network is modeled as a system of interacting continuous time automata, each corresponding to a cell. To simulate the model, conservative methods are used; i.e., methods in which no errors occur in the course of the simulation and so no rollback or relaxation is needed. Implemented on a 16K processor MasPar MP-1, an elegant and simple technique provides speedups of about 15 times over an optimized serial simulation running on a high speed workstation. A drawback of this technique, typical of conservative methods, is that processor utilization is rather low. To overcome this, new methods were developed that exploit slackness in event dependencies over short intervals of time, thereby raising the utilization to above 50 percent and the speedup over the optimized serial code to about 120 times.

Greenberg, Albert G.↗

NASA NTRS1990

Performance comparison of combined ECC/RLL codes

In this paper, we present a performance comparison of several combined error correcting/run-lenth limited (ECC/RLL) codes created by concatenating a convolutional code with a run-length limited code. In each case, encoding and decoding are accomplished using a single trellis based on the combined code. Half of the codes under investigation use conventionally (d,k) run-length limited codes, where d is the minimum and k is the maximum allowable run of 0's between 1's. The other half of the combined codes use a special class of (d,k) codes known as distance preserving codes. These codes have the property that pairwise Hamming distances out of the (d,k) encoder are at least as large as the corresponding distances into the encoder (i.e., the codes preserve distance). Thus a combined code, created using a convolutional code concatenated with a distance preserving (d,k) code, will have a free distance (dfree) no smaller than the free distance of the original convolutional code. It should be noted that this does not hold if the (d,k) code was not distance preserving. A computer simulation is used to compare the performance of these two types of codes over the binary symmetric channel for various (d,k) constraints, rates, free distances, and numbers of states. Of particular interest for magnetic recording applications are codes with run-length constraints (1,3), (1,7), and (2,7).

French, C.↗

NASA NTRS1980

Inventory estimation on the massively parallel processor

This paper describes algorithms for efficiently computing inventory estimates from satellite based images. The algorithms incorporate a one dimensional feature extraction which optimizes the pairwise sum of Fisher distances. Biases are eliminated with a premultiplication by the inverse of the analytically derived error matrix. The technique is demonstrated with a numerical example using statistics obtained from an actual Landsat scene. Attention was given to implementation of the Massively Parallel processor (MPP). A timing analysis demonstrates that the inventory estimation can be performed an order of magnitude faster on the MPP than on a conventional serial machine.

Argentiero, P. D.↗

NASA NTRSDate not supplied

Wake Disturbance-Based Separation Evaluation for Urban Air Mobility Aircraft

This paper builds upon previous research to evaluate Urban Air Mobility (UAM) flight dynamics in the presence of wake disturbances. A model for fixed-wing-generated wake effects is applied to a Revolutionary Vertical Lift Technology (RVLT) Lift+Cruise UAM trail aircraft operating in the fixed-wing Cruise configuration. The wake effects are evaluated at various longitudinal and latitudinal separation configurations to determine the most hazardous wake encounter situation. Trim calculations and closed-loop simulations show a trailing aircraft flying directly into a wake vortex as the most hazardous scenario. Furthermore, trailing behind a larger aircraft at similar speeds greatly increases the safe separation distance. These considerations indicate a need for dynamic pairwise separation criteria to enable dense Advanced Air Mobility (AAM) operations while maintaining safety.

Urban Air Mobility↗

NASA NTRS2006

Value, Cost, and Sharing: Open Issues in Constrained Clustering

Clustering is an important tool for data mining, since it can identify major patterns or trends without any supervision (labeled data). Over the past five years, semi-supervised (constrained) clustering methods have become very popular. These methods began with incorporating pairwise constraints and have developed into more general methods that can learn appropriate distance metrics. However, several important open questions have arisen about which constraints are most useful, how they can be actively acquired, and when and how they should be propagated to neighboring points. This position paper describes these open questions and suggests future directions for constrained clustering research.

constraints↗

NASA NTRS2017

Ensuring Interoperability between UAS Detect-and-Avoid and Manned Aircraft Collision Avoidance

The UAS community in the United States has identified the need for a collision avoidance region in which UAS Detect-and-Avoid (DAA) vertical guidance is restricted to preclude interoperability issues with manned aircraft collision avoidance system vertical resolution advisories (RAs). This paper documents the process by which the collision avoidance region was defined. Three candidate definitions were evaluated on 1.3 million simulated pairwise encounters between UAS and manned aircraft covering a wide range of horizontal and vertical closure rates, angles, and miss distances. They were evaluated with regard to UAS DAA interoperability with manned aircraft collision avoidance systems in terms of: 1) the primary objective of restricting DAA vertical guidance before RAs when the aircraft are close, and 2) the secondary objective of avoiding unnecessary restrictions of DAA vertical guidance at a DAA alert when the aircraft are further apart. The collision avoidance region definition that fully achieves the primary objective and best achieves the secondary objective was recommended to and accepted by the UAS community in the United States. By this definition, UAS and manned aircraft are in the collision avoidance region--during which DAA vertical guidance is restricted--when the time to closest point of approach is less than 50 seconds and either the time to co-altitude is less than 50 seconds or the current vertical separation is less than 800 feet.

collision avoidance↗

NASA NTRS2017

Ensuring Interoperability Between Unmanned Aircraft Detect-and-Avoid and Manned Aircraft Collision Avoidance

The Unmanned Aircraft Systems (UAS) community in the United States has identified the need for a collision avoidance region in which UAS Detect-and-Avoid (DAA) vertical guidance is restricted to preclude interoperability issues with manned aircraft collision avoidance system vertical resolution advisories (RAs). This paper documents the process by which the collision avoidance region was defined. Three candidate definitions were evaluated on 1.3 million simulated pairwise encounters between UAS and manned aircraft covering a wide range of horizontal and vertical closure rates, angles, and miss distances. Each definition was evaluated with regard to UAS DAA interoperability with manned aircraft collision avoidance in terms of how well it achieved: 1) the primary objective of restricting DAA vertical guidance prior to RAs when the aircraft are close, and 2) the secondary objective of avoiding unnecessary restrictions of DAA vertical guidance at DAA alerts when the aircraft are further apart. The collision avoidance region definition that fully achieves the primary objective and best achieves the secondary objective was recommended to and accepted by the UAS community in the United States. By this definition, UAS and manned aircraft are in the collision avoidance region where DAA vertical guidance is restricted when the time to closest point of approach (CPA) is less than 50 seconds and either the time to co-altitude is less than 50 seconds or the current vertical separation is less than 800 feet.

unmanned aircraft systems; collision avoidance; in↗

NASA NTRS1991

Archaebacterial rhodopsin sequences: Implications for evolution

It was proposed over 10 years ago that the archaebacteria represent a separate kingdom which diverged very early from the eubacteria and eukaryotes. It follows that investigations of archaebacterial characteristics might reveal features of early evolution. So far, two genes, one for bacteriorhodopsin and another for halorhodopsin, both from Halobacterium halobium, have been sequenced. We cloned and sequenced the gene coding for the polypeptide of another one of these rhodopsins, a halorhodopsin in Natronobacterium pharaonis. Peptide sequencing of cyanogen bromide fragments, and immuno-reactions of the protein and synthetic peptides derived from the C-terminal gene sequence, confirmed that the open reading frame was the structural gene for the pharaonis halorhodopsin polypeptide. The flanking DNA sequences of this gene, as well as those of other bacterial rhodopsins, were compared to previously proposed archaebacterial consensus sequences. In pairwise comparisons of the open reading frame with DNA sequences for bacterio-opsin and halo-opsin from Halobacterium halobium, silent divergences were calculated. These indicate very considerable evolutionary distance between each pair of genes, even in the dame organism. In spite of this, three protein sequences show extensive similarities, indicating strong selective pressures.

Lanyi, J. K.↗

NASA NTRS2018

Pairwise Trajectory Management (PTM): Concept Description and Documentation

Pairwise Trajectory Management (PTM) is an Interval Management (IM) concept that utilizes airborne and ground-based capabilities to enable the implementation of airborne pairwise spacing capabilities in oceanic regions. The goal of PTM is to use airborne surveillance and tools to manage an "at or greater than" inter-aircraft spacing. Due to the accuracy of Automatic Dependent Surveillance-Broadcast (ADS-B) information and the use of airborne spacing guidance, the minimum PTM spacing distance will be less than distances a controller can support with current automation systems that support oceanic operations. Ground tools assist the controller in evaluating the traffic picture and determining appropriate PTM clearances to be issued. Avionics systems provide guidance information that allows the flight crew to conform to the PTM clearance issued by the controller. The combination of a reduced minimum distance and airborne spacing management will increase the capacity and efficiency of aircraft operations at a given altitude or volume of airspace. This document provides an overview of the proposed application, a description of several key scenarios, a high level discussion of expected air and ground equipment and procedure changes, a description of a NASA human-machine interface (HMI) prototype for the flight crew that would support PTM operations, and initial benefits analysis results. Additionally, included as appendices, are the following documents: the PTM Operational Services and Environment Definition (OSED) document and a companion "Future Considerations for the Pairwise Trajectory Management (PTM) Concept: Potential Future Updates for the PTM OSED" paper, a detailed description of the PTM algorithm and PTM Limit Mach rules, initial PTM safety requirements and safety assessment documents, a detailed description of the design, development, and initial evaluations of the proposed flight crew HMI, an overview of the methodology and results of PTM pilot training requirements focus group and human-in-the-loop testing activities, and the PTM Pilot Guide.

Jones, Kenneth M.↗

NASA NTRS2017

Pairwise Trajectory Management (PTM): Concept Overview

Jones, Kenneth M.↗

NASA NTRS1960

Vacancy Relaxation in Cubic Crystals

The configuration of the atoms surrounding a vacancy in four face-centered cubic and three body-centered cubic metals has been computed, using a pairwise, central-force model in which the energy of interaction between two atoms was taken to have the form of a Morse function. Only radial relaxations were considered. The first and second nearest-neighbor relaxations for the face-centered systems were found to be: Pb (1.42,−0.43), Ni (2.14,−0.39), Cu(2.24,−0.40) and Ca (2.73,−0.41, expressed in percentages of normal distances. For the body-centered systems the relaxations out to the fourth nearest neighbors to the vacancy were: Fe (6.07,−2.12, −0.25, −), Ba (7.85, −2.70, 0.70, −0.33) and Na (10.80, −3.14, 3.43, −0.20). The positive signs indicate relaxation toward the vacancy and the negative signs indicate relaxation away from the vacancy. The energies of relaxation (eV) are: Pb (0.162), Ni (0.626), Cu (0.560), Ca (0.400), Fe (1.410), Ba (0.950) and Na (0.172).

Girifalco, L. A.↗

NASA NTRS2016

Benefits of Using Pairwise Trajectory Management in the Central East Pacific

Pairwise Trajectory Management (PTM) is a concept that utilizes airborne and ground-based capabilities to enable airborne spacing operations in oceanic regions. The goal of PTM is to use enhanced surveillance, along with airborne tools, to manage the spacing between aircraft. Due to the enhanced airborne surveillance of Automatic Dependent Surveillance-Broadcast (ADS-B) information and reduced communication, the PTM minimum spacing distance will be less than distances currently required of an air traffic controller. Reduced minimum distance will increase the capacity of aircraft operations at a given altitude or volume of airspace, thereby increasing time on desired trajectory and overall flight efficiency. PTM is designed to allow a flight crew to resolve a specific traffic conflict (or conflicts), identified by the air traffic controller, while maintaining the flight crew's desired altitude. The air traffic controller issues a PTM clearance to a flight crew authorized to conduct PTM operations in order to resolve a conflict for the pair (or pairs) of aircraft (i.e., the PTM aircraft and a designated target aircraft). This clearance requires the flight crew of the PTM aircraft to use their ADS-B-enabled onboard equipment to manage their spacing relative to the designated target aircraft to ensure spacing distances that are no closer than the PTM minimum distance. When the air traffic controller determines that PTM is no longer required, the controller issues a clearance to cancel the PTM operation.

Chartrand, Ryan↗

NASA NTRS2016

ACES M and S: Unmitigated Factorial Encounter Study on DAA/TCAS Interoperability

Realization of the expected proliferation of Unmanned Aircraft System (UAS) operations in the National Airspace System (NAS) depends on the development and validation of standards for UAS Detect and Avoid (DAA) Systems. The RTCA Special Committee 228 is charged with leading the development of draft Minimum Operational Performance Standards (MOPS) for UAS DAA Systems. NASA, as a participating member of RTCA SC-228 is committed to supporting the development and validation of draft requirements for DAA alerting and guidance systems. This presentation contains the results of two combinatorial encounter analysis studies using NASA's SAA Control fast-time simulation capability for this purpose. In these studies, encounters between two aircraft were simulated one at a time for the full factorial combination of encounter geometries (e.g., encounter angle, CPA offset) and aircraft performance (e.g., ownership and intruder ground speeds and vertical rates). The first study analyzes the relationships (e.g., timeline) between the different alerting-safety regions in the SC-228 MOPS (in order of increasing severity): 1) DAA warning alert, 2) well clear recovery (WCR) guidance, 3) DAA-Collision Avoidance (CA), and 4) TCAS RA. This study will focus primarily on encounter situations in which TCAS RA occurs prior to any of the other alerting-safety boundaries. In particular, this study will investigate whether using vertical distance or vertical distance at closest point of approach (i.e., vertical miss distance or VMD) is more appropriate for the definition of the DAA-CA region. In addition, cases where transitions between different regions skip an intermediate region will be analyzed. The second study in this presentation explores a proposal to use an altitude rate error threshold to determine if vertical maneuvers are acceptable for DAA WCR guidance against non-cooperative intruders. This study incorporates the radar from the Honeywell sensor model and examines a series of pairwise encounters between a non-cooperative intruder and a UAS ownship, with different combinations of intruder states and ownship performance levels. The study uses SAA Control as a simulation platform and pilot model, and Omnibands to provide DWC recovery guidance. Two simulation sets, one that allows vertical DWC recovery guidance and one that does not, are compared to determine if encounters with altitude rate errors above 250 feet-per-minute are more likely to have more severe losses of well clear, as determined by the Loss of Well-Clear Severity metric.

SaaControl↗

NASA NTRS1993

Collective effects of temperature gradients and gravity on droplet coalescence

The interaction and coalescence of small spherical drops in dilute, homogeneous dispersions are considered theoretically under conditions, where drop motion results from gravity settling and thermocapillary migration acting simultaneously. A trajectory analysis is used to predict pairwise collision rates, and population dynamics equations are solved to predict the time evolution of the droplet size distribution. The rate of droplet collisions and growth may be reduced dramatically by antiparallel alignment of the gravitational and thermocapillary velocities. For such antiparallel alignment with the gravitational relative velocity exceeding the thermocapillary relative velocity for two widely separated drops, there is a 'collision-forbidden region' in parameter space. This occurs because the gravitational relative velocity decays more rapidly with decreasing separation distance between the drops than does the thermocapillary relative velocity, and so the resultant relative velocity along the line-of-centers from these two sources combined becomes zero at a finite separation and the drops are unable to collide. As a result, small drops which initially collide and coalesce due to thermocapillary motion will only grow until they reach a critical size for which the oppositely directed gravitational motion balances the thermocapillary motion.

Zhang, Xiaoguang↗

NASA NTRS2019

Cosmic Pathways for Compact Groups in the Milli-Millennium Simulation

We detected 10 compact galaxy groups (CGs) at z=0 in the semianalytic galaxy catalog of Guo et al. for themilli-Millennium Cosmological Simulation (sCGs in mGuo2010a). We aimed to identify potential canonicalpathways for compact group evolution and thus illuminate the history of observed nearby CGs. By constructingmerger trees for z=0 sCG galaxies, we studied the cosmological evolution of key properties and compared themwith z=0 Hickson CGs (HCGs). We found that, once sCG galaxies come within 1 (0.5) Mpc of their mostmassive galaxy, they remain within that distance until z=0, suggesting sCG "birth redshifts." At z=0 stellarmasses of sCG most massive galaxies are within 1010M*/Me1011. In several cases, especially in the twofour- and five-member systems, the amount of cold gas mass anticorrelates with stellar mass, which in turncorrelates with hot gas mass. We define the angular difference between group members' 3D velocity vectors,vel, and note that many of the groups are long-lived because their small values of vel indicate a significantparallel component. For triplets in particular, vel values range between 20Â° and 40Â° so that galaxies are comingtogether along roughly parallel paths, and pairwise separations do not show large pronounced changes after closeencounters. The best agreement between sCG and HCG physical properties is for M* galaxy values, but HCGvalues are higher overall, including for star formation rates (SFRs). Unlike HCGs, due to a tail at low SFR and M*and a lack of M*1011Me galaxies, only a few sCG galaxies are on the star-forming main sequence

Tzanavaris, Panayiotis↗

NASA NTRSDate not supplied

Functional Task Tests in Partial Gravity During Parabolic Flight

BACKGROUND Understanding how critical mission tasks are performed in partial gravity such as on the moon or Mars is necessary to define effective and comprehensive countermeasure strategies for preserving crew performance during exploration missions. We studied the performance of tasks such as standing, walking, and jumping during the partial gravity phases of parabolic flight. We hypothesized that the acute effects of partial gravity on vestibular, proprioceptive, and sensorimotor functions would negatively impact performance. METHODS Twelve subjects were tested over three flights of 30 parabolas each, including 10 parabolas at 0.25g, 10 parabolas at 0.5g, and 10 parabolas at 0.75g. Subjects also performed tests in 1g between parabolas. During the sit-to-stand with obstacle walk task, subjects rose from a seated position and walked as quickly as possible straight ahead towards a cone (4 m distance), walked around the cone making a 180° left turn, returned, and sat in the chair. On the way to and from the cone, subjects stepped over a 30 cm high obstacle. For the recovery from fall task, subjects lay prone for the pull-up phase and initial 10 sec of the parabola. Then they were asked to rise as quickly as possible and maintain a quiet stance for 10 sec. The tandem rail balance task involved standing with both feet on a 4.5 cm wide rail. The time ended when subjects either stepped off the rail or grabbed on to support straps. The jump down task started with the subjects standing on a 30 cm high platform, then the subjects were instructed to step off the platform, land with both feet simultaneously, and settle in a quiet stance. The cone of stability task involved subjects leaning about the ankles as far as they could in the anterior, posterior, and lateral directions without unfolding their arms or taking a step. The center of pressure distance between endpoints was calculated. Data were collected using inertial measurement units (Opal V2, APDM, Portland, OR) worn on the head and trunk, heart rate monitors (RS800CX, Polar, Kempele, Finland), and a force plate (Bertec, Columbus, OH). RESULTS Gravity level had a significant effect on performance, with the greatest changes from 1g tending to be at the 0.25g level (Table 1). Lower gravity levels were associated with increased times to complete the sit-to-stand obstacle walk task and the recovery from fall task, decreased change in heart rate during the recovery from fall task, decreased rail balance times, and increased cone of stability distance in the anterior-posterior direction. Table 1. Functional task performance at different gravity levels during parabolic flight. Measure0.25g0.5g0.75g1gp-valueSit-to-stand with obstacle walk time (sec)9.8 ±1.4*7.2 ±0.76.9 ±0.8*7.4 ±0.9<0.001Recovery from fall time to settle (sec)5.3 ± 0.9*4.6 ± 0.84.2 ± 0.64.3 ± 0.70.002Recovery from fall change in heart rate (bpm)6.0 ± 7.3*11.2 ± 6.5*14.9 ± 4.915.9 ± 6.5<0.001Rail balance with eyes open time (sec)2.7 ±0.8*4.8 ±2.16.6 ±4.78.4 ±6.70.031Rail balance with eyes closed time (sec)1.6 ±0.4*2.1 ±0.42.4 ±0.62.6 ±0.8<0.001Jump down time to settle (sec)2.1 ± 0.41.9 ± 0.42.0 ± 0.31.8 ± 0.30.328Cone of stability –anterior-posterior (cm)20.8 ±2.7*18.8 ±2.218.6 ±1.717.9 ±2.00.039Cone of stability –lateral (cm)26.8 ±6.624.4 ±2.123.0 ±2.123.8 ±2.30.215p-value: one-way repeated measures analysis of variance; *Significant pairwise difference from 1g (p<0.05). DISCUSSION These data suggest that there is a dose-response relationship between gravity level and functional task performance. The largest changes in performance were expected at the lowest gravity level (0.25g) because subjects would no longer be able to use the gravitational reference for the perception of upright. Understanding the extent of performance deficits informs the risks and design of countermeasures for exploration spaceflight missions. ACKNOWLEDGEMENT This work is supported by NASA’s Human Research Program Human Health Countermeasures Element.

T R Macaulay↗