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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1995

Optical fiber sensors for damage analysis in aerospace materials

Under this grant, fiber optic sensors were investigated for use in the nondestructive evaluation of aging aircraft. Specifically, optical fiber sensors for detection and location of impacts on a surface, and for detection of corrosion in metals were developed. The use of neural networks was investigated for determining impact location by processing the output of a network of fiberoptic strain sensors distributed on a surface. This approach employs triangulation to determine location by comparing the arrival times at several sensors, of the acoustic signal generated by the impact. For this study, a neural network simulator running on a personal computer was used to train a network using a back-propagation algorithm. Fiber optic extrinsic Fabry-Perot interferometer (EFPI) strain sensors are attached to or embedded in the surface, so that stress waves emanating from an impact can be detected. The ability of the network to determine impact location by time-or-arrival of acoustic signals was assessed by comparing network outputs with actual experimental results using impacts on a panel instrumented with optical fiber sensors. Using the neural network to process the sensor outputs, the impact location can be inferred to centimeter range accuracy directly from the arrival time data. In addition, the network can be trained to determine impact location, regardless of material anisotropy. Results demonstrate that a back-propagation network identifies impact location for an anisotropic graphite/bismaleimide plate with the same accuracy as that for an isotropic aluminum plate. Two different approaches were investigated for the development of fiber optic sensors for corrosion detection in metals, both utilizing optical fiber sensors with metal coatings. In the first approach, an extrinsic Fabry-Perot interferometric fiber optic strain sensor was placed under tensile stress, and while in the resulting strained position, a thick coating of metal was applied. Due to an increase in the quantity of material, the sensor does not return to its original position upon removal of the applied stress, and some residual strain is maintained within the sensor element. As the metal thickness decreases due to corrosion, this strain is released, providing the sensing mechanism for corrosion detection. In the second approach, photosensitive optical fibers with long period Bragg gratings in the core were coated with metal. The Bragg gratings serve to couple core modes at discrete wavelengths to cladding modes. Since cladding modes interact with the metal coating surrounding the fiber cladding, the specific wavelengths coupled from core to cladding depend on the refractive index of the metal coating. Therefore, as the metal corrodes, the resulting change in index of the coating may be measured by measuring the change in wavelength of the coupled mode. Results demonstrate that both approaches can be successfully used to track the loss in metal coating on the optical fiber sensors due to corrosion.

Schindler, Paul↗
NASA NTRS1999

Flight Test Results: CTAS Cruise/Descent Trajectory Prediction Accuracy for En route ATC Advisories

The Center/TRACON Automation System (CTAS), under development at NASA Ames Research Center, is designed to assist controllers with the management and control of air traffic transitioning to/from congested airspace. This paper focuses on the transition from the en route environment, to high-density terminal airspace, under a time-based arrival-metering constraint. Two flight tests were conducted at the Denver Air Route Traffic Control Center (ARTCC) to study trajectory-prediction accuracy, the key to accurate Decision Support Tool advisories such as conflict detection/resolution and fuel-efficient metering conformance. In collaboration with NASA Langley Research Center, these test were part of an overall effort to research systems and procedures for the integration of CTAS and flight management systems (FMS). The Langley Transport Systems Research Vehicle Boeing 737 airplane flew a combined total of 58 cruise-arrival trajectory runs while following CTAS clearance advisories. Actual trajectories of the airplane were compared to CTAS and FMS predictions to measure trajectory-prediction accuracy and identify the primary sources of error for both. The research airplane was used to evaluate several levels of cockpit automation ranging from conventional avionics to a performance-based vertical navigation (VNAV) FMS. Trajectory prediction accuracy was analyzed with respect to both ARTCC radar tracking and GPS-based aircraft measurements. This paper presents detailed results describing the trajectory accuracy and error sources. Although differences were found in both accuracy and error sources, CTAS accuracy was comparable to the FMS in terms of both meter-fix arrival-time performance (in support of metering) and 4D-trajectory prediction (key to conflict prediction). Overall arrival time errors (mean plus standard deviation) were measured to be approximately 24 seconds during the first flight test (23 runs) and 15 seconds during the second flight test (25 runs). The major source of error during these tests was found to be the predicted winds aloft used by CTAS. Position and velocity estimates of the airplane provided to CTAS by the ATC Host radar tracker were found to be a relatively insignificant error source for the trajectory conditions evaluated. Airplane performance modeling errors within CTAS were found to not significantly affect arrival time errors when the constrained descent procedures were used. The most significant effect related to the flight guidance was observed to be the cross-track and turn-overshoot errors associated with conventional VOR guidance. Lateral navigation (LNAV) guidance significantly reduced both the cross-track and turn-overshoot error. Pilot procedures and VNAV guidance were found to significantly reduce the vertical profile errors associated with atmospheric and aircraft performance model errors.

Green, S.↗
NASA NTRS1974

Kilometer-wave type III burst - Harmonic emission revealed by direction and time of arrival

A type III solar burst was observed at seven frequencies between 3.5 MHz and 80 kHz by the Michigan experiment aboard the IMP-6 satellite. From the data burst direction of arrival as well as time of arrival can be determined. These quantities are predicted, using simple models whose parameters are varied to obtain a good fit to the observations. It is found that between 3.5 MHz and 230 kHz the observed radiation was emitted at the fundamental of the local plasma frequency, while below 230 kHz it was emitted at the second harmonic. The exciter particles that produced the burst onset and burst peak have velocities of 0.27 and 0.12, respectively, in units of the velocity of light.

Alvarez, H.↗
NASA NTRS1991

Perturbation analysis of queueing systems with a time-varying arrival rate

The authors consider an M/G/1 queuing with a time-varying arrival rate. The objective is to obtain infinitesimal perturbation analysis (IPA) gradient estimates for various performance measures of interest with respect to certain system parameters. In particular, the authors consider the mean system time over n arrivals and an arrival rate alternating between two values. By choosing a convenient sample path representation of this system, they derive an unbiased IPA gradient estimator which, however, is not consistent, and investigate the nature of this problem.

Cassandras, Christos G.↗
NASA NTRS1999

A Comparison of CTAS and Airline Time of Arrival Predictions

A statistically-based comparison of aircraft times of arrival between Center/TRACON Automation System (CTAS) air traffic control scheduling and airline predictions is presented. CTAS is found to provide much improved values, forming the foundation for airline operational improvements, as observed during an airline field trial of a CTAS display.

Heere, Karen R.↗
NASA NTRS1981

Airborne method to minimize fuel with fixed time-of-arrival constraints

A method for generating a minimum-fuel, fixed-range, fixed-time-of-arrival flight path in an on-board flight management system computer for commercial aircraft is described. It is shown that up to 6% of the fuel otherwise used can be saved by means of this capability, despite time-of-arrival delays of up to 30 min, by a medium-range, tri-jet transport aircraft.

Sorensen, J. A.↗
NASA NTRSDate not supplied

Prediction of Aircraft Estimated Time of Arrival Using A Supervised Learning Approach

We present a novel data-driven approach for prediction of the estimated time of arrival (ETA) of aircraft in the terminal area via the implementation of a Random Forest regression model. The model uses data fused from a number of sources (flight track, weather, flight plan information, etc.) and provides predictions for the remaining flight time for aircraft landing at Dallas/Fort Worth (DFW) International Airport. The predictions are made when the aircraft is at a distance of 200-miles from the airport. The results show that the model is able to predict estimated time of arrival to within ± 5 min for 90% of the flights in the test data with the mean absolute error being lower at 145 seconds. This paper covers the entire pipeline of data collection, preprocessing, setup and training of the ML model, and the results obtained for DFW.

Machine learning↗
NASA NTRS1980

Position surveillance using one active ranging satellite and time-of-arrival of a signal from an independent satellite

Position surveillance using one active ranging/communication satellite and the time-of-arrival of signals from an independent satellite was shown to be feasible and practical. A towboat on the Mississippi River was equipped with a tone-code ranging transponder and a receiver tuned to the timing signals of the GOES satellite. A similar transponder was located at the office of the towing company. Tone-code ranging interrogations were transmitted from the General Electric Earth Station Laboratory through ATS-6 to the towboat and to the ground truth transponder office. Their automatic responses included digital transmissions of time-of-arrival measurements derived from the GOES signals. The Earth Station Laboratory determined ranges from the satellites to the towboat and computed position fixes. The ATS-6 lines-of-position were more precise than 0.1 NMi, 1 sigma, and the GOES lines-of-position were more precise than 1.6 NMi, 1 sigma. High quality voice communications were accomplished with the transponders using a nondirectional antenna on the towboat. The simple and effective surveillance technique merits further evaluation using operational maritime satellites.

Anderson, R. E.↗
DOE OSTI2025

Self-Supervised T-GCN for Detection of Disturbance and Propagation in Power Grid

Urban power systems increasingly rely on dense sensing to monitor grid reliability, yet disturbance labels are scarce and events are rare. We present a self-supervised spatio-temporal method that detects, localizes, and characterizes grid frequency disturbances across urban areas using only unlabeled data. Our approach trains a tiny Temporal Graph Convolutional Network (T-GCN) to forecast per-site frequency residuals (deviation from 60 Hz). The sensor graph is constructed directly from signals using pre-event Pearson correlation with a cross-correlation lag penalty without geocoding. At inference, node-level anomalies are the model's forecast errors; region-level alarms arise from connected components of high-score nodes. We estimate disturbance propagation by computing per-node arrival times (first persistent exceedance), then fit a planar or time-of-arrival model to obtain direction, speed, and an epicenter proxy. With only three real events collected at decisecond resolution across U.S. cities, we evaluate the T-GCN and report time-to-detect, footprint size, and propagation consistency. We further show that short-window embeddings from the T-GCN's hidden states enable few-shot event-vs-background recognition via a simple prototypical classifier. Despite minimal data and no labels, our system yields fast, spatially coherent detection and interpretable propagation maps, offering a practical, lightweight pathway to city-scale grid resilience analytics.

Niu, Haoran [ORNL] (ORCID:0000000155228297)↗
DOE OSTI2024

Inferring the Focal Depths of Small Earthquakes in Southern California Using Physics-Based Waveform Features

Determining the depths of small crustal earthquakes is challenging in many regions of the world, because most seismic networks are too sparse to resolve trade-offs between depth and origin time with conventional arrival-time methods. Precise and accurate depth estimation is important, because it can help seismologists discriminate between earthquakes and explosions, which is relevant to monitoring nuclear test ban treaties and producing earthquake catalogs that are uncontaminated by mining blasts. Here, we examine the depth sensitivity of several physics-based waveform features for ~8000 earthquakes in southern California that have well-resolved depths from arrival-time inversion. We focus on small earthquakes (2 < M L < 4) recorded at local distances (<150 km), for which depth estimation is especially challenging. We find that differential magnitudes (M w /M L –M c ) are positively correlated with focal depth, implying that coda wave excitation decreases with focal depth. We analyze a simple proxy for relative frequency content, Φ≡log 10 (M 0 )+3log 10 (f c ), and find that source spectra are preferentially enriched in high frequencies, or “blue-shifted,” as focal depth increases. Here, we also find that two spectral amplitude ratios Rg 0.5–2 Hz/Sg 0.5–8 Hz and Pg/Sg at 3–8 Hz decrease as focal depth increases. Using multilinear regression with these features as predictor variables, we develop models that can explain 11%–59% of the variance in depths within 10 subregions and 25% of the depth variance across southern California as a whole. We suggest that incorporating these features into a machine learning workflow could help resolve focal depths in regions that are poorly instrumented and lack large databases of well-located events. Some of the waveform features we evaluate in this study have previously been used as source discriminants, and our results imply that their effectiveness in discrimination is partially because explosions generally occur at shallower depths than earthquakes.

58 GEOSCIENCES↗
NASA NTRS2012

Air traffic management evaluation tool

Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry. The invention provides for aircraft dynamics effects, such as wind effects at each altitude, altitude changes, airspeed changes and aircraft turns to provide predictions of aircraft trajectory (and, optionally, aircraft fuel use). A second system provides several aviation applications using the first system. Several classes of potential incidents are analyzed and averted, by appropriate change en route of one or more parameters in the flight plan configuration, as provided by a conflict detection and resolution module and/or traffic flow management modules. These applications include conflict detection and resolution, miles-in trail or minutes-in-trail aircraft separation, flight arrival management, flight re-routing, weather prediction and analysis and interpolation of weather variables based upon sparse measurements. The invention combines these features to provide an aircraft monitoring system and an aircraft user system that interact and negotiate changes with each other.

Sridhar, Banavar↗
DOE OSTI2025

Overview of the front-end electronics of CMS HGCal - including readout and powering

The end-cap calorimeters of CMS will be upgraded to a single High Granularity Calorimeter (HG-Cal) for the HL-LHC, including both silicon sensors and scintillator tiles with on-tile SiPMs as active elements. The readout of the active elements is performed by an ASIC (HGCROC in 130 nm CMOS technology) that measures the amplitude and arrival time of the signals. The amplitude is measured over a large dynamic range to allow calibration with single particles and the measurement of TeV showers. The time of arrival of high-energy showers will be measured with a precision of around 30 ps. A second pair of “concentrator” ASICs - ECON-T and ECON-D - takes the data from the HGCROC channels and packages them for transmission via optical links to the off-detector electronics. The ECON-T transmits trigger data at 40 MHz, to form part of the level-1 trigger. The ECON-D transmits concentrated data packets at up to 1 MHz, upon reception of a level-1 trigger signal. In addition to these ASICs, HGCal will use modified versions of common HL-LHC electronics developments, for the power chain and the optical control and readout. The dense nature of the HGCal provides additional challenges for the electronic boards and cabling. In this proceedings the overall HGCal front electronics scheme, including the latest performance of the HGCROC and ECON ASICs is presented.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2024

Quantum Random Walk Simulator Using Ultrafast Optical Switches

Quantum random walk processes have many intriguing applications in high energy physics including the simulation of parton shower evolution. We will present the design and initial results of a fiber loop time-bin quantum walk architecture using the hardware platform already in operation at the Fermilab Quantum Network in which the state of the photon is defined by its time-of-arrival. The fiber loop consists of an unbalanced Mach-Zehnder interferometer implemented using an ultrafast electro-optical switch. The input switch controls the photon path within the interferometer, while the output switch will direct the photon back into the interferometer or to single photon detectors to measure the probability distribution of arrival times. Depending on which path the photon takes each pass through the loop, its wave function will interfere on these optical switches similar to quantum interference on a beam splitter. This work is an important step towards utilizing real-world advantages of quantum information protocols to solve problems in high energy physics.

Cameron, Andrew [Fermilab]↗
NASA NTRS1974

A flight investigation of a terminal area navigation and guidance concept for STOL aircraft

A digital avionics system referred to as STOLAND has been test-flown in the NASA CV-340 to obtain performance data for time-controlled guidance in the manual flight director mode. The advanced system components installed in the cockpit included an electronic attitude director indicator and an electronic multifunction display. Navigation guidance and control computations were all performed in the digital computer. Approach paths were flown which included a narrow 180-deg turn and a 1-min, 5-deg straight-in approach to the 30-m altitude go-around point. Results are presented for 20 approaches: (1) blended radio/inertial navigation using TACAN and a microwave scanning beam landing guidance system (MODILS) permitted a smooth transition from area navigation (TACAN) to precision terminal navigation (MODILS), (2) guidance system (flight director) performance measured at an altitude of 30.5 m was within that prescribed for category II CTOL operations on a standard runway, and (3) time of arrival at a point about 2 mi from touchdown was about 4 sec plus or minus sec later than the computed nominal arrival time.

Smith, D. W.↗
NASA NTRS1978

Pitch angle dispersion of drifting energetic protons at synchronous orbit

The time of arrival at ATS 6 of substorm-associated energetic proton flux enhancements has been examined as a function of both energy and pitch angle by using electron-proton spectrometer data. The protons exhibit energy dispersion with the particles with the highest energy arriving first. This has generally been interpreted as evidence that these particles have gradient- and curvature-drifted to the spacecraft from an acceleration region on the nightside. In the evening quadrant, proton enhancements at 90 deg pitch angle arrived at the spacecraft prior to those at small pitch angles. However, on the dayside the increase occurs first at the smallest pitch angle (about 30 degrees). The difference between the arrival times of the 30 deg and 90 deg protons increases for more westward local times. For the highest energy range observed, drifting protons are rarely seen at large pitch angles. These observations place severe restrictions on the simple drift models. Since the pitch angle dependence of the particle drift velocity is a field geometric quantity, the observations require the modification of present magnetospheric magnetic field models. In particular, the models need to reproduce better the enhanced field observed on the dayside near synchronous orbit.

Walker, R. J.↗
NASA NTRS1985

Gamma rays of 0.3 to 30 MeV from PSR 0531+21

Pulsed gamma rays from the Crab Pulsar PSR 0531+21 are reported for energies of 0.3 to 30 MeV. The observations were carried out with the UCR gamma ray double Compton scatter telescope launched on a balloon from Palestine, Texas at 4.5 GV, at 2200 LT, September 29, 1978. Two 8 hr observations of the pulsar were made, the first starting at 0700 UT (0200 LT) September 30 just after reaching float altitude of 4.5 g/sq cm. Analysis of the total gamma ray flux from the Crab Nebula plus pulsar using telescope vertical cell pairs was published previously. The results presented supersede the preliminary ones. The double scatter mode of the UCR telescope measures the energy of each incident gamma ray from 1 to 30 MeV and its incident angle to a ring on the sky. The time of arrival is measured to 0.05 ms. The direction of the source is obtained from overlapping rings on the sky. The count rate of the first scatter above a threshold of 0.3 MeV is recorded every 5.12 ms. The Crab Pulsar parameters were determined from six topocentric arrival times of optical pulses.

White, R. S.↗
NASA NTRS1993

Orbital dynamics of PSR1257+12 and its two planetary companions

I present a review of the orbital dynamics of the three body problem of PSR1257+12 and its two putative planetary companions. The orbital dynamics provides two 'reality checks' on the planetary interpretation of the pulse arrival time residuals observed by Wolszczan and Frail (1992). First, by examining the dynamical stability of the system for the deduced orbital periods, one can place upper limits on the companion masses of about two times the mass of Jupiter. Since the lower limits of the companion masses deduced from the observations are well below this upper limit, the planetary interpretation passes this first 'reality check'. Second, the 3:2 near-commensurability of the orbital periods effects periodic variations of the Keplerian orbital parameters. The amplitude of these variations provides a direct measure of the masses of the companions relative to the mass of the pulsar. The signature of these variations in pulse time-of-arrival data is not straightforward, but, if the planetary interpretation is correct, it should become detectable as an additional quasi-periodic phase residual over a period of a few years.

Malhotra, Renu↗
NASA NTRS2014

A Novel Application of TMA to Converging Runway Operations in a Simulated NextGen Environment

In 2013, the Airspace Operations Laboratory at NASA Ames Research Center conducted a human-in-the-loop simulation that examined the feasibility of applying a number of Next Generation Air Transportation System (NextGen) solutions to complex arrival operations in and around the New York metroplex. The delivery of arrivals to Newark Liberty International Airport (EWR) was the focus of this simulation, which involved extending the Terminal Sequencing and Spacing (TSS) scheduling capability to precisely schedule arrivals to intersecting runways 22 Left and 11. An important enabler for the concept was the availability of a dependent runway scheduler that was able to coordinate arrival times between aircraft landing on intersecting runways. At the time of the study, there was no functionality within the TSS scheduler to automatically create the dependent runway schedules. Instead, a Traffic Management Coordinator (TMC) manually created a de-conflicted schedule, which allowed for the concept to be tested as well as provided valuable insight into the tool requirements for a dependent runway scheduler. Throughout the course of preparations for the simulation, the individual serving as the TMC developed a number of strategies and procedures for manually adjusting the Scheduled Time of Arrival (STA) of the EWR arrivals in order to ensure that adequate spacing was provided between runway 22L and 11 arrival pairs. This paper describes the strategies and procedures that were developed and details how they were successfully applied during the simulation. Results will also be presented that shed additional light on exactly how the schedules were manipulated and their impact on delivery performance and safety. Ideas for additional TSS enhancements and next steps, based on participant feedback, will also be presented.

Homola, Jeffrey↗