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After the Galileo High Gain Antenna (HGA) failed to deploy in 1991, the Jet Propulsion Laboratory(JPL) faced the challenge of implementing a science-rich mission with a Low-Gain Antenna (LGA), at data rates that were almost four orders of magnitude less than originally planned.
Abstract We present a structure-based method for finding and evaluating structural similarities in protein regions relevant to ligand binding. PDBspheres comprises an exhaustive library of protein structure regions (‘spheres’) adjacent to complexed ligands derived from the Protein Data Bank (PDB), along with methods to find and evaluate structural matches between a protein of interest and spheres in the library. PDBspheres uses the LGA (Local–Global Alignment) structure alignment algorithm as the main engine for detecting structural similarities between the protein of interest and template spheres from the library, which currently contains >2 million spheres. To assess confidence in structural matches, an all-atom-based similarity metric takes side chain placement into account. Here, we describe the PDBspheres method, demonstrate its ability to detect and characterize binding sites in protein structures, show how PDBspheres—a strictly structure-based method—performs on a curated dataset of 2528 ligand-bound and ligand-free crystal structures, and use PDBspheres to cluster pockets and assess structural similarities among protein binding sites of 4876 structures in the ‘refined set’ of the PDBbind 2019 dataset.
The Galileo spacecraft is currently on its way to Jupiter and its moons. In April 1991, the high gain antenna (HGA) failed to deploy as commanded. In case the current efforts to deploy the HGA fails, communications during the Jupiter encounters will be through one of two low gain antenna (LGA) on an S-band (2.3 GHz) carrier. A lot of effort has been and will be conducted to attempt to open the HGA. Also various options for improving Galileo's telemetry downlink performance are being evaluated in the event that the HGA will not open at Jupiter arrival. Among all viable options the most promising and powerful one is to perform image and non-image data compression in software onboard the spacecraft. This involves in-flight re-programming of the existing flight software of Galileo's Command and Data Subsystem processors and Attitude and Articulation Control System (AACS) processor, which have very limited computational and memory resources. In this article we describe the proposed data compression algorithms and give their respective compression performance. The planned image compression algorithm is a 4 x 4 or an 8 x 8 multiplication-free integer cosine transform (ICT) scheme, which can be viewed as an integer approximation of the popular discrete cosine transform (DCT) scheme. The implementation complexity of the ICT schemes is much lower than the DCT-based schemes, yet the performances of the two algorithms are indistinguishable. The proposed non-image compression algorith is a Lempel-Ziv-Welch (LZW) variant, which is a lossless universal compression algorithm based on a dynamic dictionary lookup table. We developed a simple and efficient hashing function to perform the string search.
The Galileo mission was originally designed to investigate Jupiter and its moons utilizing a high-rate, X-band (8415 MHz) communication downlink with a maximum rate of 134.4 kb/sec. However, following the failure of the high-gain antenna (HGA) to fully deploy, a completely new communication link design was established that is based on Galileo's S-band (2295 MHz), low-gain antenna (LGA). The new link relies on data compression, local and intercontinental arraying of antennas, a (14,1/4) convolutional code, a (255,M) variable-redundancy Reed-Solomon code, decoding feedback, and techniques to reprocess recorded data to greatly reduce data losses during signal acquisition. The combination of these techniques will enable return of significant science data from the mission.
The Galileo Jupiter orbital mission using the Low Gain Antenna (LGA) requires a higher degree of spacecraft state knowledge than was originally anticipated. Key elements of the revised design include onboard buffering of science and engineering data and extensive processing of data prior to downlink. In order to prevent loss of data resulting from overflow of the buffers and to allow efficient use of the spacecraft resources, ground based models of the spacecraft processes will be implemented. These models will be integral tools in the development of satellite encounter sequences and the cruise/playback sequences where recorded data is retrieved.
The air transportation system is a significant driver of the U.S. economy, providing safe, affordable, and rapid transportation. During the past three decades airspace and airport capacity has not grown in step with demand for air transportation (+4% annual growth), resulting in unreliable service and systemic delays. Estimates of the impact of delays and unreliable air transportation service on the economy range from $32B to $41B per year. This report describes the results of an analysis of airline strategic decision-making with regards to: (1) geographic access, (2) economic access, and (3) airline finances. This analysis evaluated markets-served, scheduled flights, aircraft size, airfares, and profit from 2005-2009. During this period, airlines experienced changes in costs of operation (due to fluctuations in hedged fuel prices), changes in travel demand (due to changes in the economy), and changes in infrastructure capacity (due to the capacity limits at EWR, JFK, and LGA). This analysis captures the impact of the implementation of capacity limits at airports, as well as the effect of increased costs of operation (i.e. hedged fuel prices). The increases in costs of operation serve as a proxy for increased costs per flight that might occur if auctions or congestion pricing are imposed.
This document has been developed in the course of NASA Electronic Parts and Packaging (NEPP) program and is not an official endorsement of the insertion of commercial capacitors in space programs or an established set of requirements for their testing. The purpose of this document is to suggest possible ways for selection, screening, and qualification of commercial capacitors for NASA projects and open discussions in the parts engineering community related to the use of COTS ceramic capacitors. This guideline is applicable to commercial surface mount chip, simple parallel plate design, multi-layer ceramic capacitors (MLCCs) rated to voltages of 100V and less. Parts with different design, e.g. low inductance ceramic capacitors (LICA), land grid array (LGA) etc., might need additional testing and tailoring of the requirements described in this document. Although the focus of this document is on commercial MLCCs, many procedures discussed below would be beneficial for military-grade capacitors
This follow-up report presents reliability test results conducted by thermal cycling of five CGA assemblies evaluated under two extreme cycle profiles, representative of use for high-reliability applications. The thermal cycles ranged from a low temperature of 55 C to maximum temperatures of either 100 C or 125 C with slow ramp-up rate (3 C/min) and dwell times of about 15 minutes at the two extremes. Optical photomicrographs that illustrate key inspection findings of up to 200 thermal cycles are presented. Other information presented include an evaluation of the integrity of capacitors on CGA substrate after thermal cycling as well as process evaluation for direct assembly of an LGA onto PCB. The qualification guidelines, which are based on the test results for CGA/LGA/HDI packages and board assemblies, will facilitate NASA projects' use of very dense and newly available FPGA area array packages with known reliably and mitigation risks, allowing greater processing power in a smaller board footprint and lower system weight.
In 2010, the President announced that, in 2025, the U.S. intended to launch a human mission to an asteroid [1]. This announcement was followed by the idea of a Capability Driven Framework (CDF) [2], which is based on the idea of evolving capabilities from less demanding to more demanding missions to multiple possible destinations and with increased flexibility, cost effectiveness and sustainability. Focused missions, such as a NASA inter-Center study that examined the viability and implications of sending a crew to a Near Earth Asteroid (NEA) [3], provided a way to better understand and evaluate the utility of these CDF capabilities when applied to an actual mission. The long duration of the NEA missions were contrasted with a concept described in a study prepared for the Keck Institute of Space Studies (KISS) [4] where a robotic spacecraft would redirect an asteroid to the Earth-Moon vicinity, where a relatively short duration crewed mission could be conducted to the captured asteroid. This mission concept was included in the National Aeronautics and Space Administration (NASA) fiscal year 2014 budget request, as submitted by the NASA Administrator [5]. NASA studies continued to examine the idea of a crewed mission to a captured asteroid in the Earth-Moon vicinity. During this time was an announcement of NASA's Asteroid Grand Challenge [6]. Key goals for the Asteroid Grand Challenge are to locate, redirect, and explore an asteroid, as well as find and plan for asteroid threats. An Asteroid Redirect Mission (ARM) study was being conducted, which supports this Grand Challenge by providing understanding in how to execute an asteroid rendezvous, capture it, and redirect it to Earth-Moon space, and, in particular, to a distant retrograde orbit (DRO). Subsequent to the returning of the asteroid to a DRO, would be the launch of a crewed mission to rendezvous with the redirected asteroid. This report examines that crewed mission by assessing the Asteroid Redirect Crewed Mission (ARCM) nominal design and performance costs associated with an Orion based crewed rendezvous mission to a captured asteroid in an Earth-Moon DRO. The ARM study includes two fundamental mission phases: 1) The Asteroid Redirect Robotic Mission (ARRM) and 2) the ARCM. The ARRM includes a solar electric propulsion based robotic asteroid return vehicle (ARV) sent to rendezvous with a selected near Earth asteroid, capture it, and return it to a DRO in the Earth-Moon vicinity. The DRO is selected over other possible asteroid parking orbits due to its achievability (by both the robotic and crewed vehicles) and by its stability (e.g., no orbit maintenance is required). After the return of the asteroid to the Earth-Moon vicinity, the ARCM is executed and carries a crew of two astronauts to a DRO to rendezvous with the awaiting ARV with the asteroid. The outbound and inbound transfers employ lunar gravity assist (LGA) flybys to reduce the Orion propellant requirement for the overall nominal mission, which provides a nominal mission with some reserve propellant for possible abort situations. The nominal mission described in this report provides a better understanding of the mission considerations as well as the feasibility of such a crewed mission, particularly with regard to spacecraft currently undergoing development, such as the Orion vehicle and the Space Launch System (SLS).
C-mode scanning acoustic microscopy (C-SAM) is a nondestructive inspection technique that uses ultrasound to show the internal feature of a specimen. A very high or ultra-high-frequency ultrasound passes through a specimen to produce a visible acoustic microimage (AMI) of its inner features. As ultrasound travels into a specimen, the wave is absorbed, scattered or reflected. The response is highly sensitive to the elastic properties of the materials and is especially sensitive to air gaps. This specific characteristic makes AMI the preferred method for finding "air gaps" such as delamination, cracks, voids, and porosity. C-SAM analysis, which is a type of AMI, was widely used in the past for evaluation of plastic microelectronic circuits, especially for detecting delamination of direct die bonding. With the introduction of the flip-chip die attachment in a package; its use has been expanded to nondestructive characterization of the flip-chip solder bumps and underfill. Figure 1.1 compares visual and C-SAM inspection approaches for defect detection, especially for solder joint interconnections and hidden defects. C-SAM is specifically useful for package features like internal cracks and delamination. C-SAM not only allows for the visualization of the interior features, it has the ability to produce images on layer-by-layer basis. Visual inspection; however, is only superior to C-SAM for the exposed features including solder dewetting, microcracks, and contamination. Ideally, a combination of various inspection techniques - visual, optical and SEM microscopy, C-SAM, and X-ray - need to be performed in order to assure quality at part, package, and system levels. This reports presents evaluations performed on various advanced packages/assemblies, especially the flip-chip die version of ball grid array/column grid array (BGA/CGA) using C-SAM equipment. Both external and internal equipment was used for evaluation. The outside facility provided images of the key features that could be detected using the most advanced C-SAM equipment with a skilled operator. Investigation continued using in-house equipment with its limitations. For comparison, representative X-rays of the assemblies were also gathered to show key defect detection features of these non-destructive techniques. Key images gathered and compared are: Compared the images of 2D X-ray and C-SAM for a plastic LGA assembly showing features that could be detected by either NDE technique. For this specific case, X-ray was a clear winner. Evaluated flip-chip CGA and FCBGA assemblies with and without heat sink by C-SAM. Only the FCCGA package that had no heat sink could be fully analyzed for underfill and bump quality. Cross-sectional microscopy did not revealed peripheral delamination features detected by C-SAM. Analyzed a number of fine pitch PBGA assemblies by C-SAM. Even though the internal features of the package assemblies could be detected, C-SAM was unable to detect solder joint failure at either the package or board level. Twenty times touch ups by solder iron with 700degF tip temperature, each with about 5 second duration, did not induce defects to be detected by C-SAM images. Other techniques need to be considered to induce known defects for characterization. Given NASA's emphasis on the use of microelectronic packages and assemblies and quality assurance on workmanship defect detection, understanding key features of various inspection systems that detect defects in the early stages of package and assembly is critical to developing approaches that will minimize future failures. Additional specific, tailored non-destructive inspection approaches could enable low-risk insertion of these advanced electronic packages having hidden and fine features.
Modern space field programmable gate array (FPGA) devices with increased functional density and operational frequency, such as Xilinx Virtex 4 (V4) and S (V5), are packaged in non-hermetic ceramic flip chip forms. These next generation space parts were not qualified to the MIL-PRF-38535 Qualified Manufacturer Listing (QML) class-V when they were released because class-V was only intended for hermetic parts. In order to bring Xilinx V5 type packages into the QML system, it was suggested that class-Y be set up as a new category. From 2010 through 2014, a JEDEC G12 task group developed screening and qualification requirements for Class-Y products. The Document Standardization Division of the Defense Logistics Agency (DLA) has completed an engineering practice study. In parallel with the class-Y efforts, the NASA Electronic Parts and Packaging (NEPP) program has funded JPL to study potential reliability issues of the class-Y products. The major hurdle of this task was the absence of adequate research samples. Figure 1-1 shows schematic diagrams of typical structures of class-Y type products. Typically, class-Y products are either in ceramic flip chip column grid array (CGA) or land grid array (LGA) form. In class-Y packages, underfill and heat spread adhesive materials are directly exposed to the spacecraft environment due to their non-hermeticity. One of the concerns originally raised was that the underfill material could degrade due to the spacecraft environment and negatively impact the reliability of the package. In order to study such issues, it was necessary to use ceramic daisy chain flip chip package samples so that continuity of flip chip solder bumps could be monitored during the reliability tests. However, none of the commercially available class-Y daisy chain parts had electrical connections through flip chip solder bumps; only solder columns were daisy chained, which made it impossible to test continuity of flip chip solder bumps without using extremely costly functional parts. Among space parts manufacturers who were interested in producing class-Y products, Aeroflex Microelectronic Solutions-HiRel had been developing assembly processes using their internal R&D classy type samples. In early 2012, JPL and Aeroflex initiated a collaboration to study reliability of the Aeroflex technology as a class-Y demonstrator.
Congested airspace is the cause of many delays in the terminal area and these delays can have a ripple effect on the rest of a nation's airspace. The New York terminal area is an example of where this happens in the U. S. An important goal, therefore, is to increase the efficiency of operations in congested terminal airspace where possible. Modeling studies of arrival and departure flows have shown that sharing of arrival and departure airspace increases efficiency in terminal operations. One source of inefficiency in terminal operations is that departure aircraft are frequently held level under arrival flows when it would be more efficient to climb the departure aircraft earlier. A Route Crossing Tool was developed to help controllers climb Newark (EWR) departures to the south earlier by temporarily sharing airspace with arrivals coming into LaGuardia (LGA) from the south. Instead of flying under the arrivals, a departure to the south could climb earlier by flying through the arrival airspace if there was a suitable gap between arrivals. A Human-in-the-Loop (HITL) simulation was conducted in this environment which compared three tool conditions: Baseline (no tool), a Single Route Crossing tool in which one route through the arrival flow was evaluated for crossing, and a Multi-Route Crossing tool in which five parallel routes were evaluated. In all conditions, the departures could be held level under the arrival flow. The results showed that controllers climbed a higher proportion of departures in the Multi-Route tool condition than in the other two conditions, with a higher proportion of departures climbed in smaller gaps and in front of trailing arrivals. The controllers indicated that the Multi-Route and Single Route tools helped them estimate distances more accurately and rated safety, workload, and coordination in the simulation as acceptable.
Airports with shared runway operations between arrivals and departures can experience severe departure gridlock and delays during a heavy arrival push due to insufficient gaps in the arrival stream for aircraft to depart. The problem is accentuated in situations when a large gap in the arrival spacing has to be created at the last minute due to wake vortex separation requirements. At LaGuardia airport, wake vortex separation problems arise when a heavy jet, such as a B757, departing on Runway 31 needs additional spacing between arrivals on Runway 22. A standard solution for controllers in many airports in situations such as this is to extend the downwind leg of arrival aircraft to create extra space between the arrivals. The question addressed in this paper is how such route extensions would work with terminal scheduling operations, namely (1) the automated Terminal Sequencing and Spacing (TSS) tools and (2) a new scheduling tool which increases the availability of gaps for departure aircraft (Departure Sensitive Arrival Spacing or DSAS). In a simulated LaGuardia airport (LGA) Terminal Radar Approach Control (TRACON) airspace, two new RNAV arrival routes were created along with extensions to these routes. The arrival route from the south had a downwind leg extension near the airport in the final sector. The arrival route from the north had an extension in a feeder sector further from the airport. An exploratory one-hour run with the route extensions was compared to an hour run without the extensions. Topics included in the paper are 1) how the route extensions were developed, 2) a procedure outlining how the aircraft could be scheduled to the extensions and who would do it, and 3) the results of the exploratory run compared to the original run without the extensions. The results indicated that the extended downwind leg route helped to create a B757 departure gap in the middle of a packed arrival stream, resulting in a reduction of 11 minutes in average wait time for the B757s, but at a cost of increased controller self-reported workload from low to moderate.
As new technologies are developed to handle the complexities of the Next Generation Air Transportation System (NextGen), it is increasingly important to address both current and future safety concerns along with the operational, environmental, and efficiency issues within the National Airspace System (NAS). In recent years, the Federal Aviation Administration’s (FAA) safety offices have been researching ways to utilize the many safety databases maintained by the FAA, such as those involving flight recorders, radar tracks, weather, and many other high- volume sensors, in order to monitor this unique and complex system. Although a number of current technologies do monitor the frequency of known safety risks in the NAS, very few methods currently exist that are capable of analyzing large data repositories with the purpose of discovering new and previously unmonitored safety risks. While monitoring the frequency of known events in the NAS enables mitigation of already identified problems, a more proactive approach of finding unidentified issues still needs to be addressed. This is especially important in the proactive identification of new, emergent safety issues that may result from the planned introduction of advanced NextGen air traffic management technologies and procedures. Development of an automated tool that continuously evaluates the NAS to discover both events exhibiting flight characteristics indicative of safety-related concerns as well as operational anomalies will heighten the awareness of such situations in the aviation community and serve to increase the overall safety of the NAS. This paper discusses the extension of previous anomaly detection work to identify operationally significant flights within the highly complex airspace encompassing the New York area of operations, focusing on the major airports of Newark International (EWR), LaGuardia International (LGA), and John F. Kennedy International (JFK). In addition, flight traffic in the vicinity of Denver International (DEN) airport/airspace is also investigated to evaluate the impact on operations due to variances in seasonal weather and airport elevation. From our previous research, subject matter experts determined that some of the identified anomalies were significant, but could not reach conclusive findings without additional supportive data. To advance this research further, causal examination using domain experts is continued along with the integration of air traffic control (ATC) voice data to shed much needed insight into resolving which flight characteristic(s) may be impacting an aircraft's unusual profile. Once a flight characteristic is identified, it could be included in a list of potential safety precursors. This paper also describes a process that has been developed and implemented to automatically identify and produce daily reports on flights of interest from the previous day.
Benefits of the Integrated Demand Management (IDM) concept were assessed utilizing a newly developed automated simulation capability called ‘Traffic Management Initiative Automated Simulation (TMIAutoSim).’ The IDM concept focuses on improving traffic flow management (TFM) by coordinating the FAA’s strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The IDM concept leverages a new TFMS capability called Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for tactically managing traffic by generating precise arrival schedules. The IDM concept was developed over a multi-year effort, focusing on solving New York metroplex airport arrival problems. TMIAutoSim closely mimics NASA’s high-fidelity simulation capabilities while enabling more data to be collected at higher speed. Using this new capability, the IDM concept was evaluated using realistic traffic across various weather scenarios. Six representative weather days were selected after clustering three months of historical data. For those selected six days, Newark Liberty International Airport (EWR) and LaGuardia Airport (LGA) arrival traffic scenarios were developed. For each selected day, the historical data were analyzed to accurately simulate actual operations and the weather impact of the day. The current day operations and the IDM concept operations were simulated for the same weather scenarios and the results were compared. The selected six days were categorized into two groups: ‘clear weather’ for days without Ground Delay Programs (GDP) and ‘convective weather’ for days with GDP and significant weather around New York metroplex airports. For the clear weather scenarios, IDM operations reduced last minute, unanticipated departure delays for short-haul flights within TBFM control boundaries with minimal to no impact on throughput and total delay. For the convective weather scenarios, IDM significantly reduced delays and increased throughput to the destination airports.
The Galileo Jupiter orbital mission using the Low Gain Antenna (LGA) requires a higher degree of spacecraft state knowledge than was originally anticipated. Key elements of the revised design include onboard buffering of science and engineering data and extensive processing of data prior to downlink. In order to prevent loss of data resulting from overflow of the buffers and to allow efficient use of the spacecraft resources, ground based models of the spacecraft processes will be implemented. These models will be integral tools in the development of satellite encounter sequences and the cruise/playback sequences where recorded data is retrieved.
This follow-up report presents reliability test results conducted by thermal cycling of five CGA assemblies evaluated under two extreme cycle profiles, representative of use for high-reliability applications. The thermal cycles ranged from a low temperature of −55°C to maximum temperatures of either 100°C or 125°C with slow ramp-up rate (3°C/min) and dwell times of about 15 minutes at the two extremes. Optical photomicrographs that illustrate key inspection findings of up to 200 thermal cycles are presented. Other information presented include an evaluation of the integrity of capacitors on CGA substrate after thermal cycling as well as process evaluation for direct assembly of an LGA onto PCB. The qualification guidelines, which are based on the test results for CGA/LGA/HDI packages and board assemblies, will facilitate NASA projects’ use of very dense and newly available FPGA area array packages with known reliably and mitigation risks, allowing greater processing power in a smaller board footprint and lower system weight.
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.