Results for “Collisions” — Page 23

NASA NTRSDate not supplied

The Viability of See-and-Avoid for Midair Collision Avoidance for UAM

Urban Air Mobility (UAM) is an emerging aviation concept that could supplement today’s ground and air transportation systems. For UAM, it is generally assumed that the private sector will manage separation and not rely on the Federal Aviation Administration air traffic control system. To date, discussions of initial operations focus on using the visual abilities of the pilot to “see and avoid” (SAA) other aircraft. Decades of research on SAA has demonstrated that it is inadequate for reliable detection of aircraft that might pose a collision risk. The literature on multi-object tracking is also reviewed for findings on how well humans can visually track objects. The research shows that humans have limited resources for tracking and that this may be affected by object characteristics and cognitive skills. The conclusion is that SAA is a risky method for avoiding midair collisions. It is recommended that flight deck displays and automated collision avoidance systems be implemented for all UAM aircraft at the outset of their introduction.

urban air mobility↗

NASA NTRSDate not supplied

The Viability of See-and-Avoid for Midair Collision Avoidance for Urban Air Mobility (UAM)

Urban Air Mobility (UAM) is an emerging aviation concept that could supplement today’s ground and air transportation systems. For UAM, it is generally assumed that the private sector will manage separation and not rely on the Federal Aviation Administration air traffic control system. To date, discussions of initial operations focus on using the visual abilities of the pilot to “see and avoid” (SAA) other aircraft. Decades of research on SAA has demonstrated that it is inadequate for reliable detection of aircraft that might pose a collision risk. The literature on multi-object tracking is also reviewed for findings on how well humans can visually track objects. The research shows that humans have limited resources for tracking and that this may be affected by object characteristics and cognitive skills. The conclusion is that SAA is a risky method for avoiding midair collisions. It is recommended that flight deck displays and automated collision avoidance systems be implemented for all UAM aircraft at the outset of their introduction.

urban air mobility↗

NASA NTRSDate not supplied

A Multistep Probability of Collision Computation Algorithm

The two-dimensional probability of collision calculation method is both widely used and computationally efficient. However, Monte Carlo simulations show that this method sometimes fails to provide sufficiently accurate estimates for Earthorbiting satellites. This study presents a multistep algorithm that calculates collision probabilities for all conjunctions, regardless if affected by curvilinear trajectory or time varying covariance dynamics. The algorithm sequentially applies increasingly accurate estimation methods, but only as required for efficiency. Evaluating usage violations for the two-dimensional probability of collision method represents one of the most important steps. Extensive testing demonstrates the efficiency and reliability of the multistep algorithm.

Doyle T. Hall↗

NASA NTRSDate not supplied

Assessing Helicopter Pilots’ Detect and Avoid and Collision Avoidance Performance With ACAS Xr

The latest variant of the Federal Aviation Administration’s Airborne Collision Avoidance System (ACAS X) is being designed for both crewed and uncrewed rotorcraft. Referred to as ACAS Xr, the system joins a suite of other ACAS X variants poised to replace the Traffic Alert and Collision Avoidance System (TCAS II). ACAS Xr is tuned to support current-day helicopter platforms as well as electric Vertical Takeoff and Landing (eVTOL) vehicles that are still under development. Given this flexibility, ACAS Xr may be used by helicopter crews currently in operation or by remotely-operated eVTOL aircraft in the emerging Advanced Air Mobility (AAM) market. To cover the range of potential uses, two distinct configurations are being proposed for ACAS Xr: Collision Avoidance System (CAS) and Detect and Avoid (DAA). Under the CAS configuration, ACAS Xr provides minimal caution-level alerting but issues directive warning-level alerting and guidance. The DAA configuration, by contrast, provides caution-level alerting and guidance, in addition to the warning-level alerting and guidance. The current study was performed as part of the National Aeronautics and Space Administration’s AAM project. Six helicopter pilots were recruited to fly a variety of scripted traffic scenarios in a full-motion, crewed eVTOL simulator. Participants flew 60 encounters over two days, reacting to pre-recorded intruder aircraft that were scripted to fly into the participant’s aircraft from different approach angles, relative altitudes, and during different phases of flight. The pilots flew half of the encounters with the CAS configuration and half with the DAA configuration. Within each block of 30 encounters, pilots experienced 10 conflicts while in cruise, 10 in hover, and 10 while on approach to a heliport. Results showed that pilot response times were consistently under 5 seconds for RAs and under 10 seconds for DAA alerts, when present, during all three phases of flight. Unsurprisingly, the DAA configuration was associated with lower rates of en-route and high-severity losses of DAA well clear compared to the CAS configuration in all phases of flight except for the terminal area. Rates of losses of DAA well clear were found to be substantially higher in the Hover scenario, compared to Cruise. Pilots failed to fully comply with RAs at a rate of 0.10-0.18 in all conditions except for the DAA configuration in the Hover scenario, which was associated with a higher non-compliance rate of 0.4 due to Descend RAs issued at low altitudes. The implications of these results with regards to the ongoing development of ACAS Xr is discussed.

air taxis↗

NASA NTRSDate not supplied

Assessing Helicopter Pilots’ Detect and Avoid and Collision Avoidance Performance with ACAS Xr

The latest variant of the Federal Aviation Administration’s Airborne Collision Avoidance System (ACAS X) is being designed for both crewed and uncrewed rotorcraft. Referred to as ACAS Xr, the system joins a suite of other ACAS X variants poised to replace the Traffic Alert and Collision Avoidance System (TCAS II). ACAS Xr is tuned to support current-day helicopter platforms as well as electric Vertical Takeoff and Landing (eVTOL) vehicles that are still under development. Given this flexibility, ACAS Xr may be used by helicopter crews currently in operation or by remotely-operated eVTOL aircraft in the emerging Advanced Air Mobility (AAM) market. To cover the range of potential uses, two distinct configurations are being proposed for ACAS Xr: Collision Avoidance System (CAS) and Detect and Avoid (DAA). Under the CAS configuration, ACAS Xr provides minimal caution-level alerting but issues directive warning-level alerting and guidance. The DAA configuration, by contrast, provides caution-level alerting and guidance, in addition to the warning-level alerting and guidance. The current study was performed as part of the National Aeronautics and Space Administration’s AAM project. Six helicopter pilots were recruited to fly a variety of scripted traffic scenarios in a full-motion, crewed eVTOL simulator. Participants flew 60 encounters over two days, reacting to pre-recorded intruder aircraft that were scripted to fly into the participant’s aircraft from different approach angles, relative altitudes, and during different phases of flight. The pilots flew half of the encounters with the CAS configuration and half with the DAA configuration. Within each block of 30 encounters, pilots experienced 10 conflicts while in cruise, 10 in hover, and 10 while on approach to a heliport. Results showed that pilot response times were consistently under 5 seconds for RAs and under 10 seconds for DAA alerts, when present, during all three phases of flight. Unsurprisingly, the DAA configuration was associated with lower rates of en-route and high-severity losses of DAA well clear compared to the CAS configuration in all phases of flight except for the terminal area. Rates of losses of DAA well clear were found to be substantially higher in the Hover scenario, compared to Cruise. Pilots failed to fully comply with RAs at a rate of 0.10-0.18 in all conditions except for the DAA configuration in the Hover scenario, which was associated with a higher non-compliance rate of 0.4 due to Descend RAs issued at low altitudes. The implications of these results with regards to the ongoing development of ACAS Xr is discussed.

air taxis↗

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗

DOE OSTI2025

A Monte-Carlo method for Coulomb collisions in moderately coupled plasmas

Here, we introduce a new approach for coupling cumulative and single-scattering distributions, extending Monte Carlo methods for Coulomb collisions in weakly coupled plasmas into the moderately coupled regime. Using time steps typical of cumulative-scattering methods, we show that this approach not only recovers leading-order corrections proportional to the inverse Coulomb logarithm but also solves the full Boltzmann collision integral. A key feature of the method is its simplicity: it can be integrated into cumulative-scattering methods for weakly coupled plasmas with only ~ 10 additional lines of code.

Boltzmann collision integral↗

DOE OSTI2025

Statistical inference of collision frequencies from x-ray Thomson scattering spectra

Thomson scattering spectra measure the response of plasma particles to incident radiation. In warm dense matter, which is opaque to visible light, x-ray Thomson scattering (XRTS) enables a detailed probe of the electron distribution and has been used as a diagnostic for electron temperature, density, and plasma ionization. In this work, we examine the sensitivities of inelastic XRTS signatures to modeling details, including the dynamic collision frequency and the electronic density of states. Applying verified Monte Carlo inversion methods to dynamic structure factors obtained from time-dependent density functional theory, we assess the utility of XRTS signals as a way to inform the dynamic collision frequency, especially its direct-current limit, which is directly related to the electrical conductivity.

Collision frequency↗

DOE OSTI2025

Multiplicity dependent 𝐽/𝜓 and 𝜓⁡(2⁢𝑆) production at forward and backward rapidity in 𝑝 + 𝑝 collisions at $\sqrt{𝑠}$ = 200 GeV

Recent measurements of 𝐽/𝜓 production as a function of event charged-particle multiplicity at the collision energies of both the Large Hadron Collider (LHC) and the Relativistic Heavy Ion Collider (RHIC) show enhanced 𝐽/𝜓 production yields with increasing multiplicity. One potential explanation for this type of dependence is multiparton interactions (MPI). We present the first study of potential autocorrelations at RHIC energies and forward and backward rapidity of self-normalized 𝐽/𝜓 yields and 𝜓⁡(2⁢𝑆) to 𝐽/𝜓 ratio, as a function of self-normalized multiplicity in 𝑝 + 𝑝 collisions. In addition, detailed pythia studies tuned to RHIC energies were performed to investigate the MPI impacts. We find that the PHENIX data at RHIC are consistent with recent LHC measurements and can only be described by pythia calculations that include MPI effects. The forward and backward 𝜓⁡(2⁢𝑆) to 𝐽/𝜓 ratio is found to be less dependent on the charged-particle multiplicity.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

DOE OSTI2024

Reaction plane correlated triangular flow in Au + Au collisions at $\sqrt{s_{NN}}$ = 3 GeV

Here, we measure triangular flow relative to the reaction plane at 3 GeV center-of-mass energy in Au + Au collisions at the BNL Relativistic Heavy Ion Collider. A significant v 3 signal for protons is observed, which increases for higher rapidity, higher transverse momentum, and more peripheral collisions. The triangular flow is essentially rapidity-odd with a slope at midrapidity, dv 3 /dy| (y=0) , opposite in sign compared to the slope for directed flow. No significant v 3 signal is observed for charged pions and kaons. Comparisons with models suggest that a mean field potential is required to describe these results, and that the triangular shape of the participant nucleons is the result of stopping and nuclear geometry.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

DOE OSTI2024

Effect of causality constraints on Bayesian analyses of heavy-ion collisions

There have long been questions about the limits to the validity of relativistic fluid dynamics and whether it is being used outside its regime of validity in modern simulations of relativistic heavy-ion collisions. An important new tool for answering this question is a causality analysis in the nonlinear regime—if the solutions of the evolution equations do not respect relativistic causality, then they are not a faithful representation of the underlying relativistic theory (in this case, quantum chromodynamics). Using this nonlinear criterion, it has recently been shown that hydrodynamics is indeed being used outside its regime of validity in simulations, at least sometimes. Here we explore the phenomenological implications, particularly the quantitative effects of demanding limits on acausality in modern Bayesian parameter estimation. We find that, while typically only a small fraction of the system's energy is initially in an acausal regime, placing strict limits on the allowed energy fraction significantly changes the preferred properties of the initial condition, which in turn alters the extracted medium properties such as bulk viscosity, where large values are no longer favored. Furthermore, these findings highlight the importance of developing better theoretical descriptions of the early-time, out-of-equilibrium dynamics of relativistic heavy-ion collisions.

Bayesian methods↗

DOE OSTI2025

Search for Nuclear Modifications of 𝐵 + Meson Production in 𝑝-Pb Collisions at $\sqrt{𝑠_{NN}}$ = 8.16 TeV

Nuclear medium effects on 𝐵 + meson production are studied using the binary-collision scaled cross section ratio between events of different charged-particle multiplicities from proton-lead collisions. Data, collected by the CMS experiment in 2016 at a nucleon-nucleon center-of-mass energy of $\sqrt{𝑠_{NN}}$ = 8.16 TeV, corresponding to an integrated luminosity of 175 nb −1 , were used. The scaling factors in the ratio are determined using a novel approach based on the 𝑍 → 𝜇 − ⁢𝜇 + cross sections measured in the same events. The scaled ratio for 𝐵 + is consistent with unity for all event multiplicities, putting stringent constraints on nuclear modification for heavy flavor.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

NASA NTRS1965

Investigation of collision probability of electrons and ions with alkali metal atoms semiannual report, oct. 22, 1964 - may 11, 1965

Electron-cesium atom collision and cesium ion-atom collision cross sections

SCATTERING CROSS SECTION↗

DOE OSTI2025

Search for medium effects using jet axis decorrelation in inclusive jets from PbPb collisions at $\sqrt{{s}_{\text{NN}}}$ = 5.02 TeV

The jet axis decorrelation in inclusive jets is studied using lead-lead (PbPb) collisions at a center-of-mass energy per nucleon pair of 5.02 TeV. The jet axis decorrelation is defined as the angular difference between two definitions of the jet axis. It is obtained by applying two recombination schemes on all the constituents of a given jet reconstructed by the anti-kT sequential algorithm with a distance parameter of R = 0.4. The data set, corresponding to an integrated luminosity of 0.66 nb −1 , was collected in 2018 with the CMS detector at the CERN LHC. The jet axis decorrelations are examined across collision centrality selections and intervals of jet transverse momentum. A centrality dependent evolution of the measured distributions is observed, with a progressive narrowing seen in more central events. This narrowing could result from medium-induced modification of the internal jet structure or reflect color charge effects in energy loss. This new measurement probes jet substructure in previously unexplored kinematic domains and show great promise for providing new insights on the color charge dependence of energy loss to jet-quenching models.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2025

Electric-charge-dependent directed flow splitting of produced quarks in Au+Au collisions

We report directed flow (v 1 ) of multistrange baryons ($Ξ$ and Ω) and improved v 1 data for K – ,$\overline{p}$, $\overline{Λ}$, and ϕ in Au+Au collisions at $\sqrt{s_{NN}}$ = 27 and 200 GeV from the STAR experiment at the Relativistic Heavy Ion Collider (RHIC). We focus on particles whose constituent quarks are not transported from the incoming nuclei but instead are produced in the collisions. At intermediate impact parameters, we examine quark coalescence behavior for particle combinations with identical quark content, and search for any departure from this behavior (“splitting”) for combinations having non-identical quark content. Under the assumption of quark coalescence for produced quarks, the splitting strength appears to increase with the electric charge difference of the constituent quarks in the combinations, consistent with electromagnetic effect expectations.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2025

Measurement of substructure-dependent suppression of large-radius jets with charged particles in Pb+Pb collisions with ATLAS

Measurements of jet substructure in Pb+Pb collisions provide key insights into the mechanism of jet quenching in the hot and dense QCD medium created in these collisions. This Letter presents a measurement of the suppression of large-radius jets with a radius parameter of $R = 1.0$ and its dependence on the jet substructure. The measurement uses 1.72 nb$^{-1}$ of Pb+Pb data and 255 pb$^{-1}$ of $pp$ data, both at $\sqrt{s_{_\mathrm{NN}}} = 5.02$ TeV, recorded with the ATLAS detector at the Large Hadron Collider. Large-radius jets are reconstructed by reclustering $R = 0.2$ calorimetric jets and are measured for transverse momentum above $200$ GeV. Jet substructure is evaluated using charged-particle tracks, and the overall level of jet suppression is quantified using the jet nuclear modification factor ($R_\mathrm{AA}$). The jet $R_\mathrm{AA}$ is measured as a function of jet $p_{\mathrm{T}}$, the charged $k_t$ splitting scale ($\sqrt{d_{12}}$), and the angular separation ($dR_{12}$) of two leading sub-jets. The jet $R_\mathrm{AA}$ gradually decreases with increasing $\sqrt{d_{12}}$, implying significantly stronger suppression of large-radius jets with larger $k_t$ splitting scale. The jet $R_\mathrm{AA}$ gradually decreases for $dR_{12}$ in the range $0.01{-}0.2$ and then remains consistent with a constant for $ΔR_{12} \gtrsim 0.2$. The observed significant dependence of jet suppression on the jet substructure will provide new insights into its role in the quenching process.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

DOE OSTI2025

Coherent J/ψ photoproduction at midrapidity in Pb – Pb collisions at $\sqrt{s_{NN}}$ = 5.02 TeV

The coherent J∕𝜓 photoproduction cross section is measured for the ﬁrst time at midrapidity in peripheral to semicentral P b − P b collisions at $\sqrt{s_{NN}}$ = 5.02 TeV. The centrality diﬀerential cross section d 𝜎 ∕d𝑦 is reported for the centrality range 40–90%, together with the doubly-diﬀerential cross section d 2 𝜎∕d𝑦d𝑝 T , extracted in two peripheral centrality classes. The J∕𝜓 mesons are reconstructed in the dielectron channel, in the rapidity interval |𝑦| < 0.9 using the ALICE central barrel detectors. The J∕𝜓 cross section at midrapidity is statistically compatible to the earlier ALICE measurement at forward rapidity and at the same centre-of-mass energy, and shows only a mild centrality dependence over the covered range. Several sets of theoretical calculations taking into account the hadronic overlap in the collisions but ignoring possible ﬁnal-state eﬀects from a hot expanding medium are found to give a fairly good description of the current measurements within uncertainties.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗