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This viewgraph presentation demonstrates that computationally efficient k-l and k-kl turbulence models have been developed and implemented at Lockheed Fort Worth Company. Many years of experience have been gained applying two equation turbulence models to complex three-dimensional flows for design and analysis.
The quality of the Aircraft Vortex Spacing System (AVOSS) is critically dependent on representative wind profiles in the atmospheric boundary layer. These winds observed from a number of sensor systems around the Dallas-Fort Worth airport were combined into single vertical wind profiles by an algorithm developed and implemented by MIT Lincoln Laboratory. This process, called the AVOSS Winds Analysis System (AWAS), is used by AVOSS for wake corridor predictions. During times when AWAS solutions were available, the quality of the resultant wind profiles and variance was judged from a series of plots combining all sensor observations and AWAS profiles during the period 1200 to 0400 UTC daily. First, input data was evaluated for continuity and consistency from criteria established. Next, the degree of agreement among all wind sensor systems was noted and cases of disagreement identified. Finally, the resultant AWAS solution was compared to the quality-assessed input data. When profiles differed by a specified amount from valid sensor consensus winds, times and altitudes were flagged. Volume one documents the process and quality of input sensor data. Volume two documents the data processing/sorting process and provides the resultant flagged files.
A guidance system for assisting in Land and Hold Short operations was developed and then tested at the Dallas-Fort Worth International Airport. This system displays deceleration advisory information on a head-up display (HUD) in front of the airline pilot during landing. The display includes runway edges, a trend vector, deceleration advisory, locations of the hold line and of the selected exit, and alphanumeric information about the progress of the aircraft. Deceleration guidance is provided to the hold short line or to a pilot selected exit prior to this line. Logic is provided to switch the display automatically to the next available exit. The report includes descriptions of the algorithms utilized in the displays, and a report on the techniques of HUD alignment, and results.
NASA's Aviation Safety Program Synthetic Vision System project conducted a Runway Incursion Prevention System (RIPS) flight test at the Dallas-Fort Worth International Airport in October 2000. The RIPS research system includes advanced displays, airport surveillance system, data links, positioning system, and alerting algorithms to provide pilots with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warnings of runway incursions. This report describes the aircraft and ground based runway incursion alerting systems and traffic positioning systems (Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B)). A performance analysis of these systems is also presented.
The Columbia Gorge Discovery Center and NASA's Stennis Space Center have teamed up to use high-resolution aerial and satellite-based remote sensing in the search for Lewis and Clark expedition campsites. A Space Act Agreement between NASA and the Discovery Center has evolved into a study that employs remote sensing, plus modern and historical map data for relocating several Lewis and Clark encampments. Satellite data being studied include 30-meter Landsat Thematic Mapper and 1-meter Space Imaging IKONOS data. This paper includes an overview of the working relationship between NASA and the Discovery Center. It also reports on geospatial analyses of the Fort Clatsop site to demonstrate the ways geospatial technologies interface with the written and cartographic records of the expedition and how they are applied to the search for Lewis and Clark campsites.
In December 2004, the Colorado State University sodium lidar system at Fort Collins, Colorado (41 deg N, 105 deg W), conducted an approximately 80-hour continuous campaign for the simultaneous observations of mesopause region sodium density, temperature, and zonal and meridional winds. This data set reveals the significant inertia-gravity wave activities with a period of approximately 18 hours, which are strong in both wind components since UT day 338 (second day of the campaign), and weak in temperature and sodium density. The considerable variability of wave activities was observed with both wind amplitudes growing up to approximately 40 m/s at 95-100 km in day 339 and then decreasing dramatically in day 340. We also found that the sodium density wave perturbation is correlated in phase with temperature perturbation below 90 km, and approximately 180 deg out of phase above. Applying the linear wave theory, we estimated the wave horizontal propagation direction, horizontal wavelength, and apparent horizontal phase speed to be approximately 25 deg south of west, approximately 1800 +/- 150 km, and approximately 28 +/- 2 m/s, respectively of wave intrinsic period, intrinsic phase speed, and vertical wavelength were also estimated. While the onset of enhanced inertia-gravity wave amplitude in the night of 338 was observed to be in coincidence with short-period gravity wave breaking via convective instability, the decrease of inertia-gravity wave amplitude after noon of day 339 was also observed to coincide with the development of atmospheric dynamical instability layers with downward phase progression clearly correlated with the 18-hour inertia-gravity wave, suggesting likely breaking of this inertia-gravity wave via dynamical (shear) instability.
As the amount of air traffic increases over the years, most airports simply do not have the means of expanding to handle the intensified traffic on the surface that will ensue. Precise surveillance equipment and automation concepts, as well as advanced surface traffic algorithms are being developed to improve airport efficiency. These surface algorithms require inputs unique to each airport to ensure maximum efficiency, and minimal taxi delay. This study analyzes surface traffic at Dallas-Fort Worth International Airport (DFW) to determine the effect of the number of aircraft on the surface and the amount of stop and go situations they experience to the amount of additional taxi time encountered. If the surface capacity of an airport is known, minimal delay can be accomplished by limiting the number of taxiing aircraft to that capacity. This concept is related to highways, where traffic flow drastically decreases as more cars occupy the road. An attempt to minimize this effect on highways is seen with the use of metering lights at freeway on-ramps. Since the surface traffic at airports is highly regulated, and aircraft are less mobile on the ground, limiting the surface count to a certain number can greatly reduce the amount of additional taxi time encountered, as well as reduce hazardous emissions. This study will also find the regions of an airport that encounter the most additional taxi time when the number of aircraft in that area is increased. This could help surface traffic algorithms avoid congesting that area, or re-route aircraft to different runways when that area reaches its capacity. The relationship between the amount of stop and go situations an aircraft encounters and their effect on the taxi time of that aircraft will also be investigated. This will help to determine the effect of holding an aircraft on the taxiway as opposed to re-routing it. The lesser of the two should be used when developing surface traffic algorithms to further minimize the delay encountered. The fields investigated in this study include taxi time, the number of aircraft on the surface, the number of stop and go situations, and the time stopped for each aircraft. Taxi time is defined as spot to runway for departures, and runway to spot for arrivals. It does not include ramp area taxi time because the ramp area is controlled differently, and surface traffic schedulers do not currently incorporate them. Taxi time is found by finding the difference between take-off time (OFF) and spot crossing time for departures, and spot crossing time and landing time (ON) for arrivals. All surface data was either found directly using the Surface Operations Data Analysis and Adaptation (SODAA), a tool to analyze the Surface Management System (SMS) generated log files, or indirectly from SODAA using Matlab to derive values from SODAA data. The number of aircraft on the surface is found by looping through the ON times, OFF times, and spot times for each aircraft during a particular day. For each departure aircraft, surface counts are taken at its spot crossing and OFF time. The average of these two is used as the surface count for that aircraft. For arrivals, surface counts are taken at its ON time and its spot crossing time. The average of these two is used.
Among the processes governing the energy balance in the mesosphere and lower thermosphere (MLT), the quenching of CO2(V2) vibrational levels in collisions with oxygen atoms plays an important role. However, neither the rate coefficient of this process (k(CO2O)) nor the atomic oxygen concentrations ([O]) in the MLT are well known. The discrepancy between k(CO2O) measured in the lab and retrieved from atmospheric measurements is of about factor of 2.5. At the same time, the discrepancy between [O] in the MLT measured by different instruments is of the same order of magnitude. In this work we used a synergy of a ground based lidar and satellite infrared radiometer to make a further step in understanding of the physics of the region. In this study we apply the night- and daytime temperatures between 80 and 110 km measured by the Colorado State University narrow-band sodium (Na) lidar located at Fort Collins, Colorado for retrieving the product of k(CO2-O) x [O] from the limb radiances in the 15 micron channel measured by the SABER/TIMED instrument for nearly simultaneous common volume measurements of both instruments within +/-1 degree in latitude, +/-2 degrees in longitude and +/-10 minutes in time. We derive k(CO2-O) and its possible variation range from the retrieved product by utilizing the [O] values measured by the SABER and other instruments.
Among the processes governing the energy balance in the mesosphere and lower thermosphere (MLT), the quenching of CO2(nu2) vibrational levels by collisions with O atoms plays an important role. However, there is a factor of 3-4 discrepancy between the laboratory measurements of the CO2-O quenching rate coefficient, k(sub VT),and its value estimated from the atmospheric observations. In this study, we retrieve k(sub VT) in the altitude region85-105 km from the coincident SABER/TIMED and Fort Collins sodium lidar observations by minimizing the difference between measured and simulated broadband limb 15 micron radiation. The averaged k(sub VT) value obtained in this work is 6.5 +/- 1.5 X 10(exp -12) cubic cm/s that is close to other estimates of this coefficient from the atmospheric observations.However, the retrieved k(sub VT) also shows altitude dependence and varies from 5.5 1 +/-1 10(exp -12) cubic cm/s at 90 km to 7.9 +/- 1.2 10(exp -12) cubic cm/s at 105 km. Obtained results demonstrate the deficiency in current non-LTE modeling of the atmospheric 15 micron radiation, based on the application of the CO2-O quenching and excitation rates, which are linked by the detailed balance relation. We discuss the possible model improvements, among them accounting for the interaction of the non-thermal oxygen atoms with CO2 molecules.
In response to severe weather conditions, Traffic Managers specify flow constraints and reroutes to route air traffic around affected regions of airspace. Providing analysis and recommendations of available reroute options and associated airspace capacities would assist Traffic Managers in making more efficient decisions in response to convective weather. These recommendations can be developed by examining historical data to determine which previous reroute options were used in similar weather and traffic conditions. This paper describes the initial steps and methodology used towards this goal. The focus of this work is flights departing from Fort Worth Center destined for New York Center. Dominant routing structures used in the absence of convective weather are identified. A method to extract relevant features from the large volume of weather data available to quantify the impact of convective weather on this routing structure over a given time range is presented. Finally, a method of estimating flow rate capacity along commonly used routes during convective weather events is described. Results show that the flow rates drop exponentially as a function of the values of the proposed feature and that convective weather on the final third of the route was found to have a greater impact on the flow rate restriction than other portions of the route.
This study supports re-design of airspace and procedures for management of Urban Air Mobility (UAM) fleet operations in a given metropolitan area. A goal of UAM is to maintain geographic separation of UAM flight tracks from densely populated areas in order to reduce the potential negative community impact of UAM and manage flight trajectory in anticipation of allowable noise levels and current land use. A UAM route inventory and a demographic-data-optimized topographic map are developed for the Dallas-Fort Worth metroplex to identify routes or baseline route segments for reduction of noise impact. Noise contours are computed for baseline route and alternative route design given the desired UAM demand level. The impact of UAM fleet noise is predicted based on predicted number of people and noise-sensitive facilities located inside the noise contours.
This study supports re-design of airspace and procedures for management of Urban Air Mobility (UAM) fleet operations in a given metropolitan area. A goal of UAM is to maintain geographic separation of UAM flight tracks from densely populated areas in order to reduce the potential negative community impact of UAM and manage flight trajectory in anticipation of allowable noise levels and current land use. A UAM route inventory and a demographic-data-optimized topographic map are developed for the Dallas-Fort Worth metroplex to identify routes or baseline route segments for reduction of noise impact. Noise contours are computed for baseline route and alternative route design given the desired UAM demand level. The impact of UAM fleet noise is predicted based on predicted number of people and noise-sensitive facilities located inside the noise contours.
This fact sheet describes a case study of a federal office building in Fort Worth, Texas, that was used as a test site for indoor environmental quality data collection and analysis.
DOE manages over 300 types of SNF, many of which are located at the INL site. Managing this large variety of SNF for storage, transportation, and disposal poses a challenge to DOE. The Idaho Cleanup Project and INL are collaborating on the DOE SNF Road-Ready Demonstration (“Road-Ready Demonstration”), which will develop and demonstrate the designs, technology, processes, and regulatory framework for packaging DOE-managed SNF for “road-ready dry storage.” Road-ready dry storage (RRDS) is an SNF management concept in which SNF is packaged into dry, sealed canisters that are then placed in on-site storage in anticipation of later transport and disposition. The forward-looking goal of the Road-Ready Demonstration is to establish the foundation for a large-scale RRDS program at the INL site. One critical aspect of RRDS is the ability to certify the DOE Standard Canister and its associated transportation package in accordance with 10 CFR 71 for offsite transportation. Depending on the SNF type and transportation strategy, DOE Standard Canisters may be required to maintain structural integrity under hypothetical accident scenarios (e.g., drop events). The DOE Standard Canisters have been tested and analyzed under various SNF loading configurations and accident drop events in support of the Idaho Spent Fuel Facility and other DOE programs; however, no analysis has yet been completed in support of the recently initiated Road-Ready Demonstration. This paper presents preliminary results from a finite element analysis of the Ø45.7 cm × 4.6 m (Ø18 in. × 15 ft) DOE Standard Canister under the 9 m drop at 80 degrees off-vertical drop scenario considered in previous INL tests and analyses. It considers the Fort St. Vrain spent nuclear fuel loading configuration proposed for the Road-Ready Demonstration, uses updated material properties, and applies the strain-based acceptance criteria established in ASME Boiler and Pressure Vessel Code’s Section III, Division 3 rules for storage and transportation spent nuclear fuel containments. This updated analysis is compared to previous DOE Standard Canister drop analyses. Preliminary results from the updated analysis show that certain regions of the containment exceed the allowable limits during the accidental drop event. However, these regions are limited to components performing a non-structural function. While further work on this analysis will be pursued, this analysis serves as the foundation for formal calculations used to support applicable certification efforts of the RRDS system at INL.
DOE manages over 300 types of SNF, many of which are located at the INL site. Managing this large variety of SNF for storage, transportation, and disposal poses a challenge to DOE. The Idaho Cleanup Project and INL are collaborating on the DOE SNF Road-Ready Demonstration (“Road-Ready Demonstration”), which will develop and demonstrate the designs, technology, processes, and regulatory framework for packaging DOE-managed SNF for “road-ready dry storage.” Road-ready dry storage (RRDS) is an SNF management concept in which SNF is packaged into dry, sealed canisters that are then placed in on-site storage in anticipation of later transport and disposition. The forward-looking goal of the Road-Ready Demonstration is to establish the foundation for a large-scale RRDS program at the INL site. One critical aspect of RRDS is the ability to certify the DOE Standard Canister and its associated transportation package in accordance with 10 CFR 71 for offsite transportation. Depending on the SNF type and transportation strategy, DOE Standard Canisters may be required to maintain structural integrity under hypothetical accident scenarios (e.g., drop events). The DOE Standard Canisters have been tested and analyzed under various SNF loading configurations and accident drop events in support of the Idaho Spent Fuel Facility and other DOE programs; however, no analysis has yet been completed in support of the recently initiated Road-Ready Demonstration. This paper presents preliminary results from a finite element analysis of the Ø45.7 cm × 4.6 m (Ø18 in. × 15 ft) DOE Standard Canister under the 9 m drop at 80 degrees off-vertical drop scenario considered in previous INL tests and analyses. It considers the Fort St. Vrain spent nuclear fuel loading configuration proposed for the Road-Ready Demonstration, uses updated material properties, and applies the strain-based acceptance criteria established in ASME Boiler and Pressure Vessel Code’s Section III, Division 3 rules for storage and transportation spent nuclear fuel containments. This updated analysis is compared to previous DOE Standard Canister drop analyses. Preliminary results from the updated analysis show that certain regions of the containment exceed the allowable limits during the accidental drop event. However, these regions are limited to components performing a non-structural function. While further work on this analysis will be pursued, this analysis serves as the foundation for formal calculations used to support applicable certification efforts of the RRDS system at INL.
Geothermal heat pumps can be great alternatives to air conditioners and furnaces, and require less electricity to run. This case study focuses on Dallas-Fort Worth U.S. 287 Bridge and is part of a series: https://www.energy.gov/eere/geothermal/geothermal-heat-pump-case-studies.
Software development plays a critical role in advancing quantum chemistry, enabling the exploration of new fundamental theoretical ideas and modeling systems of ever-increasing complexity. In the past decade, the availability of quantum chemistry packages that use modular designs and provide application programming interfaces (APIs) has enabled the creation of specialized software plugins, enhancing the capabilities of the original codes. Here, the availability of well-documented APIs is particularly beneficial in the context of academic scientific software development because it reduces the entry barrier for new developers and shields them from the complexities of large software projects.
This report is part of a publication series that focuses on approximately 100 different local geographies, or "clusters." Each report provides commercial and multifamily building characteristic and energy data for a local geography, with the intention of helping policymakers at the city, county and state levels better understand building energy use. Specifically, this report breaks down the building stock in the counties shown in Figure 1 by building type, size, energy consumption, and emissions.