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NASA NTRS2018

An Interoperability Concept for Detect and Avoid and Collision Avoidance Systems: Results from a Human-In-The-Loop Simulation

The integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) poses a variety of technical challenges to UAS developers and aviation regulators. In response to growing demand for access to civil airspace in the United States, the Federal Aviation Administration (FAA) has produced a roadmap identifying key areas requiring further research and development. One such technical challenge is the development of a "detect and avoid" system (DAA) capable of providing a means of compliance with the "see and avoid" requirement in manned aviation. The purpose of the DAA system is to support the pilot, situated at a ground control station (GCS), in maintaining "DAA well clear" of nearby aircraft through the use of GCS displays and alerts. In addition to its primary function of aiding the pilot in maintaining DAA well clear, the DAA system must also safely interoperate with existing NAS systems and operations, such as the airspace management procedures of air traffic controllers (ATC) and Collision Avoidance (CA) systems currently in use by manned aircraft, namely the Traffic Alert and Collision Avoidance System (TCAS II). It is anticipated that many UAS architectures will integrate both a DAA system and a TCAS II. It is therefore necessary to explicitly study the integration of DAA and TCAS II alerting structures and maneuver guidance formats to ensure that pilots understand the appropriate type and urgency of their response to the various alerts. This paper presents a concept of interoperability for the two systems. The concept was developed with the goal of avoiding any negative impact on the performance level of TCAS II while retaining a DAA system that still effectively enables pilots to maintain DAA well clear. The interoperability concept described in the paper focuses primarily on facilitating the transition from a late-stage DAA encounter (where a loss of DAA well clear is imminent) to a TCAS II Corrective Resolution Advisory (RA), which requires pilot compliance within five seconds of its issuance. The interoperability concept was presented to 10 participants (6 active UAS pilots and 4 active commercial pilots) in a medium-fidelity, human-in-the-loop simulation designed to stress different aspects of the DAA and TCAS II systems. Pilots' ability to maintain separation, their rate of compliance and response times using the interoperability concept are reported. Results indicated that pilots exhibited comprehension of, and appropriate prioritization within, the DAA-TCAS II combined alert structure. Pilots demonstrated a high rate of compliance with TCAS II RAs and were also seen to respond to corrective RAs within the five second requirement established for manned aircraft. The DAA system presented under test was also shown to be effective in supporting pilots' ability to maintain DAA well clear in the overwhelming majority of cases in which pilots had sufficient time to respond.

Rorie, R. Conrad↗

NASA NTRS2018

An Exploratory Evaluation of UAS Detect and Avoid Operations in the Terminal Environment

New technical standards for Unmanned Aircraft Systems (UAS) detect and avoid (DAA) systems mark recent progress toward realizing the goal of full integration of UAS into the National Airspace System (NAS). The DAA system is intended to provide a means of compliance with operating regulations that required pilots on board manned aircraft to remain "well clear" of other aircraft which is accomplished through out-the-window visual acquisition of other aircraft and application of a subjective judgment of safe separation. The requirements for the DAA system, including the specification of a DAA well clear threshold as well as functional requirements for detecting, tracking, alerting and guidance processing, and displays, are specified in DO-365, Minimum Operational Performance Standards (MOPS) for DAA Systems developed within RTCA (Radio Technical Commission for Aeronautics) Special Committee 228 (SC-228). Intended as the first in a series of phased versions, these requirements are frequently referred to as the "Phase 1" DAA system. The Phase 1 DAA system is limited for use by aircraft transitioning to and from Class A or special use airspace, through Class D, E, and G airspace. In particular, the Phase 1 DAA MOPS are not intended for terminal airspace operations, a critical gap for enabling a full range of UAS operations. The application of the Phase 1 DAA system and DAA well clear threshold within the terminal area is predicted to result in a high number of unnecessary alerts when the UAS is safely separated from other traffic. The goal of the present study was to examine pilot performance and operational issues related to the operation of the Phase 1 DAA system in a terminal area. This experiment was intended as an exploratory study that would be used to inform the development of a new terminal area-specific DAA well clear definition, and associated alerting and guidance requirements. The two main objectives of this study were to: 1) characterize pilot behavior in the terminal environment with the Phase 1 DAA system, and 2) investigate the effect of modifications to the Phase 1 DAA alerting and guidance structure. In particular, the authors were interested in determining whether the removal of specific alerting and guidance levels, without changing the DAA well clear definition or alerting thresholds, would impact pilot performance while conducting terminal operations. The results indicate that the Phase 1 well clear definition and alerting and guidance resulted in frequent alerting that degraded pilots' ability to discriminate between encounters where another aircraft was safely separated versus when a maneuver was necessary. The resulting impact on pilot performance was slower response times and higher frequency and severity of losses of DAA well clear compared to those observed for experiments examining pilot performance in the en route environment. There was no significant effect of alerting and guidance display configuration on pilot performance.

terminal area↗

NASA NTRS2018

An Exploratory Evaluation of UAS Detect and Avoid Operations in the Terminal Environment

New technical standards for Unmanned Aircraft Systems (UAS) detect and avoid (DAA) systems mark recent progress toward realizing the goal of full integration of UAS into the National Airspace System (NAS). The DAA system is intended to provide a means of compliance with operating regulations that required pilots on board manned aircraft to remain "well clear" of other aircraft which is accomplished through out-the-window visual acquisition of other aircraft and application of a subjective judgment of safe separation. The requirements for the DAA system, including the specification of a DAA well clear threshold as well as functional requirements for detecting, tracking, alerting and guidance processing, and displays, are specified in DO-365, Minimum Operational Performance Standards (MOPS) for DAA Systems developed within RTCA Special Committee 228 (SC-228). Intended as the first in a series of phased versions, these requirements are frequently referred to as the "Phase 1" DAA system. The Phase 1 DAA system is limited for use by aircraft transitioning to and from Class A or special use airspace, through Class D, E, and G airspace. In particular, the Phase 1 DAA MOPS are not intended for terminal airspace operations, a critical gap for enabling a full range of UAS operations. The application of the Phase 1 DAA system and DAA well clear threshold within the terminal area is predicted to result in a high number of unnecessary alerts when the UAS is safely separated from other traffic. The goal of the present study was to examine pilot performance and operational issues related to the operation of the Phase 1 DAA system in a terminal area. This experiment was intended as an exploratory study that would be used to inform the development of a new terminal area-specific DAA well clear definition, and associated alerting and guidance requirements. The two main objectives of this study were to: 1) characterize pilot behavior in the terminal environment with the Phase 1 DAA system, and 2) investigate the effect of modifications to the Phase 1 DAA alerting and guidance structure. In particular, the authors were interested in determining whether the removal of specific alerting and guidance levels, without changing the DAA well clear definition or alerting thresholds, would impact pilot performance while conducting terminal operations. The results indicate that the Phase 1 well clear definition and alerting and guidance resulted in frequent alerting that degraded pilots' ability to discriminate between encounters where another aircraft was safely separated versus when a maneuver was necessary. The resulting impact on pilot performance was slower response times and higher frequency and severity of losses of DAA well clear compared to those observed for experiments examining pilot performance in the en route environment. There was no significant effect of alerting and guidance display configuration on pilot performance.

Rorie, Conrad↗

NASA NTRS2021

UAS Integration in the NAS Flight Test 6: Full Mission Results

Recent standards development efforts for the integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) such as those in RTCA Inc. Special Committee 228 (SC-228) have focused on relatively large UAS transitioning to and from Class A airspace. In an effort to expand the range of vehicle classes that can access the NAS, the NASA UAS Integration in the NAS project has investigated Low Size, Weight, and Power (Low SWaP) technologies that would allow smaller UAS to detect-and-avoid (DAA) traffic. Through batch and human in the loop (HITL) simulation studies, the UAS Integration in the NAS DAA subproject have identified candidate performance standards that would contribute to enabling extended Low SWaP, UAS operations under 10,000 feet. These candidate performance standards include minimum field of regard (FOR) values for Low SWaP air surveillance sensors as well as a DAA well-clear (DWC) definition which can be applied to non-cooperative traffic to reduce the required maneuver initiation range. To test the assumptions of the project’s simulation studies and validate the candidate performance standards, a live flight research event was executed at NASA Armstrong Flight Research Center. The UAS Integration in the NAS Project Flight Test 6 Full Mission sought to characterize UAS pilot responses to traffic conflicts using a representative Low SWAP DAA system in an operational NAS environment. To achieve this, live, virtual and constructive distributed environment (LVC-DE) elements were combined to simulate a sector of Oakland center airspace and induce encounters with a live, manned aircraft. A Navmar Applied Sciences Tigershark XP was used as the UAS ownship and was integrated into the test architecture to enable it to be controlled from a Vigilant Spirit Control Station (VSCS) research ground control station. Qualified UAS pilots were recruited to act as subject pilots under test (SPUT) to control the Tigershark XP in a simulated mission while coordinating with a participating air traffic controller in simulated airspace. The intruder speed, intruder equipage and encounter geometry were varied between six scripted encounters per SPUT. Various metrics were collected including pilot reaction time from the onset of DAA alert, ATC coordination rate, probability and severity of losses of DAA well clear, and subjective ratings of system acceptability. The implications of these results on the development of standards for Low SWAP DAA systems will be discussed.

UAV↗

NASA NTRS2015

Airspace Safety Threshold Study: NAS-Wide Encounter Rate Evaluation Using Historical Radar Data and ACES

Realization of the expected proliferation of Unmanned Aircraft System (UAS) operations in the National Airspace System (NAS) depends on the development and validation of performance standards for UAS Detect and Avoid (DAA) Systems. The RTCA Special Committee 228 (SC-228) is charged with leading the development of draft Minimum Operational Performance Standards (MOPS) for UAS DAA Systems. NASA, as a participating member of RTCA SC-228 is committed to supporting the development and validation of draft requirements as well as the safety substantiation and end-to-end assessment of DAA system performance. With regard to the safety aspect being studied by the SC-228 DAA Safety sub-group, NASA has conducted a study using the ACES (Airspace Concept Evaluation System) simulation capability to determine: 1) the rate at which IFR aircraft encounter other IFR and VFR aircraft, and 2) the rate at which UAS aircraft encounter VFR aircraft as well as the corresponding encounter geometries. Five different separation thresholds were used (two for encounter and one each for well-clear, near mid-air collision, and closest point of approach). The results will be used by the SC-228 DAA Safety sub-group to inform decisions about the safety aspect of UAS DAA systems and future requirements development and validation efforts.

encounter geometry↗

NASA NTRS2017

UAS Well Clear Recovery Against Non-Cooperative Intruders Using Vertical Maneuvers

This paper documents a study that drove the development of a mathematical expression in the detect-and-avoid (DAA) minimum operational performance standards (MOPS) for unmanned aircraft systems (UAS). This equation describes the conditions under which vertical maneuver guidance should be provided during recovery of DAA well clear separation with a non-cooperative VFR aircraft. Although the original hypothesis was that vertical maneuvers for DAA well clear recovery should only be offered when sensor vertical rate errors are small, this paper suggests that UAS climb and descent performance should be considered-in addition to sensor errors for vertical position and vertical rate-when determining whether to offer vertical guidance. A fast-time simulation study involving 108,000 encounters between a UAS and a non-cooperative visual-flight-rules aircraft was conducted. Results are presented showing that, when vertical maneuver guidance for DAA well clear recovery was suppressed, the minimum vertical separation increased by roughly 50 feet (or horizontal separation by 500 to 800 feet). However, the percentage of encounters that had a risk of collision when performing vertical well clear recovery maneuvers was reduced as UAS vertical rate performance increased and sensor vertical rate errors decreased. A class of encounter is identified for which vertical-rate error had a large effect on the efficacy of horizontal maneuvers due to the difficulty of making the correct left/right turn decision: crossing conflict with intruder changing altitude. Overall, these results support logic that would allow vertical maneuvers when UAS vertical performance is sufficient to avoid the intruder, based on the intruder's estimated vertical position and vertical rate, as well as the vertical rate error of the UAS' sensor.

UAS in the NAS↗

NASA NTRS2014

A Family of Well-Clear Boundary Models for the Integration of UAS in the NAS

The FAA-sponsored Sense and Avoid Workshop for Unmanned Aircraft Systems (UAS) defines the concept of sense and avoid for remote pilots as "the capability of a UAS to remain well clear from and avoid collisions with other airborne traffic." Hence, a rigorous definition of well clear is fundamental to any separation assurance concept for the integration of UAS into civil airspace. This paper presents a family of well-clear boundary models based on the TCAS II Resolution Advisory logic. For these models, algorithms that predict well-clear violations along aircraft current trajectories are provided. These algorithms are analogous to conflict detection algorithms but instead of predicting loss of separation, they predict whether well-clear violations will occur during a given lookahead time interval. Analytical techniques are used to study the properties and relationships satisfied by the models.

Munoz, Cesar A.↗

NASA NTRS2004

Access from Space: A New Perspective on NASA's Space Transportation Technology Requirements and Opportunities

The need for robust and reliable access from space is clearly demonstrated by the recent loss of the Space Shuttle Columbia; as well as the NASA s goals to get the Shuttle re-flying and extend its life, build new vehicles for space access, produce successful robotic landers and s a q k ret~rr? ~llisrions, and maximize the science content of ambitious outer planets missions that contain nuclear reactors which must be safe for re-entry after possible launch aborts. The technology lynch pin of access from space is hypersonic entry systems such the thermal protection system, along with navigation, guidance and control (NG&C). But it also extends to descent and landing systems such as parachutes, airbags and their control systems. Current space access technology maturation programs such as NASA s Next Generation Launch Technology (NGLT) program or the In-Space Propulsion (ISP) program focus on maturing laboratory demonstrated technologies for potential adoption by specific mission applications. A key requirement for these programs success is a suitable queue of innovative technologies and advanced concepts to mature, including mission concepts enabled by innovative, cross cutting technology advancements. When considering space access, propulsion often dominates the capability requirements, as well as the attention and resources. From the perspective of access from space some new cross cutting technology drivers come into view, along with some new capability opportunities. These include new miniature vehicles (micro, nano, and picosats), advanced automated systems (providing autonomous on-orbit inspection or landing site selection), and transformable aeroshells (to maximize capabilities and minimize weight). This paper provides an assessment of the technology drivers needed to meet future access from space mission requirements, along with the mission capabilities that can be envisioned from innovative, cross cutting access from space technology developments.

Rasky, Daniel J.↗

NASA NTRS2020

Southern Bhutan Ecological Forecasting Tech Paper: Modeling Asian Elephant (Elephas maximus) Habitat Suitability along the Southern Bhutan Border with NASA Earth Observations

Asian elephants (Elephas maximus) are a flagship species essential for the functioning of forest ecosystems, and they also have cultural significance in Bhutan. Elephants receive the highest legal protection as listed under Schedule I of the Bhutan Forests and Nature Conservation Act, 1995. Yet, they face threats of extinction due to poaching for ivory as well as the loss and fragmentation of their habitat. Due to the recent clearing of forests and the growing populations in these areas, there has been an increase in incidents of human-elephant conflict. These conflicts have been detrimental to farmer’s annual harvests and livelihoods and have led to retaliatory killing and injury of elephants in southern Bhutan. The DEVELOP Southern Bhutan Ecological Forecasting team partnered with the Bhutan Foundation and Bhutan Tiger Center to help address this problem. The team integrated NASA Earth observations, including Landsat 5 Thematic Mapper (TM), Landsat 8 Operational Land Imager (OLI), Terra Moderate Resolution Imaging Spectroradiometer (MODIS), and the Shuttle Radar Topography Mission (SRTM) to acquire information on land cover change and elephant habitat suitability along the southern border of Bhutan. The team utilized Esri ArcGIS Pro and Software for Assisted Habitat Modeling (SAHM) for data analysis, modeling, and visualization. The team used elephant occurrence data and environmental variables to model current habitat suitability for migrating elephant populations. This analysis provided partners with maps to inform decisions about the placement and conservation of elephant corridors and helped build their capacity to use satellite data for future studies and project planning.

Palchen Wangchuk↗

NASA NTRS2020

Southern Bhutan Ecological Forecasting Project Summary - Modeling Asian Elephant (Elephas Maximus) Habitat Suitability along the Southern Bhutan Border with NASA Earth Observations

DEVELOP Project Summary↗

NASA NTRS1982

Dynamics and mechanism of cavitation erosion on perspex and epoxy resins tested in a rotating disk device

The cavitation erosion behavior including the initiation, dynamics and mechanism of damage process on perspex and epoxy resin specimens tested in a rotating disk device were discussed with respect to exposure time. The inception of erosion always took place at the location nearest to the center of rotation of the disk. Subsequently, as exposure time increased, erosion initiated at other locations as well. Light optical photographs and scanning electron micrographs clearly indicate that most of the material loss appears to occur form the networks of cracks due to their interaction and pits indicate particle debris. The optical degradation (loss of transmittance) on perspex was observed to be more on the rear side than on the front side.

Rao, P. V.↗

NASA NTRS1983

Cavitation erosion characteristics of poly(methyl methacrylate) in a rotating disk device

Veerabhadra Rao, P.↗

NASA NTRS1980

Prediction method for two-dimensional aerodynamic losses of cooled vanes using integral boundary-layer parameters

A generalized analysis to predict the two-dimensional aerodynamic losses of film-cooled vanes by using integral boundary-layer parameters is presented. Heat-transfer and trailing-edge injection effects are included in the method. An approximate solution of the generalized equations is also included to show more clearly the effect of the different boundary-layer and cooling parameters on the losses. The analytical predictions agree well with the experimental results, indicating that available boundary-layer calculations for cooled vanes are of sufficient accuracy to use in the prediction method.

Goldman, L. J.↗

NASA NTRS2005

Liquid Nitrogen Removal of Critical Aerospace Materials

Identification of innovative solutions to unique materials problems is an every-day quest for members of the aerospace community. Finding a technique that will minimize costs, maximize throughput, and generate quality results is always the target. United Space Alliance Materials Engineers recently conducted such a search in their drive to return the Space Shuttle fleet to operational status. The removal of high performance thermal coatings from solid rocket motors represents a formidable task during post flight disassembly on reusable expended hardware. The removal of these coatings from unfired motors increases the complexity and safety requirements while reducing the available facilities and approved processes. A temporary solution to this problem was identified, tested and approved during the Solid Rocket Booster (SRB) return to flight activities. Utilization of ultra high-pressure liquid nitrogen (LN2) to strip the protective coating from assembled space shuttle hardware marked the first such use of the technology in the aerospace industry. This process provides a configurable stream of liquid nitrogen (LN2) at pressures of up to 55,000 psig. The performance of a one-time certification for the removal of thermal ablatives from SRB hardware involved extensive testing to ensure adequate material removal without causing undesirable damage to the residual materials or aluminum substrates. Testing to establish appropriate process parameters such as flow, temperature and pressures of the liquid nitrogen stream provided an initial benchmark for process testing. Equipped with these initial parameters engineers were then able to establish more detailed test criteria that set the process limits. Quantifying the potential for aluminum hardware damage represented the greatest hurdle for satisfying engineers as to the safety of this process. Extensive testing for aluminum erosion, surface profiling, and substrate weight loss was performed. This successful project clearly demonstrated that the liquid nitrogen jet possesses unique strengths that align remarkably well with the unusual challenges that space hardware and missile manufacturers face on a regular basis. Performance of this task within the confines of a critical manufacturing facility marks a milestone in advanced processing.

Noah, Donald E.↗

NASA NTRS2014

Nutritional Status Assessment (SMO 016E)

The Nutritional Status Assessment Supplemental Medical Objective was initiated to expand nominal clinical nutrition testing of ISS astronauts, and to gain a better understanding of the time course of changes in nutritional status during flight. The primary activity of this effort was collecting blood and urine samples during flight for analysis after return to Earth. Samples were subjected to a battery of tests. The resulting data provide a comprehensive survey of how nutritional status and related systems are affected by 4-6 months of space flight. Analysis of these data has yielded many findings to date, including: Vision. Documented evidence that biochemical markers involved in one-carbon metabolism were altered in crewmembers who experienced vision-related issues during and after flight (1). Iron, Oxidative Stress, and Bone. In-flight data document a clear association of increased iron stores, markers of oxidative damage to DNA, and bone loss (2). Exercise. Documented that well-nourished crewmembers performing heavy resistance exercise returned from ISS with bone mineral densities unchanged from preflight (3). Furthermore, the response of bone to space flight and exercise countermeasures was the same in men and women (4). Body Mass. Crewmembers lose 2-5% of their body mass in the first month of flight, and maintain the lower body mass during flight (5). Additionally, the two devices to measure body mass on orbit, the SLAMMD and BMMD, provide similar results (5). Cytokines. Findings indicated that a pattern of persistent physiological adaptations occurs during space flight that includes shifts in immune and hormonal regulation (6). Fish/Bone. Documented a relationship between fish intake and bone loss in astronauts (that is, those who ate more fish lost less bone) (7). Vitamin K. Documented that in generally well-fed and otherwise healthy individuals, vitamin K status and bone vitamin K-dependent proteins are unaffected by space flight (and bed rest) (8). Testosterone. Documented that blood concentrations of testosterone were unchanged during flight, but a transient decline occurred after landing (9). Calcium. Nutrition SMO data contributed to the ISS Program by helping understand how and why the Urine Processor Assembly clogged with calcium sulfate precipitate (10). Sample Processing. Ground-based analytical testing results have also been published (11).

Smith, S. M.↗

NASA NTRS2000

Acceptance Testing of a Satellite SCADA Photovoltaic-Diesel Hybrid System

Satellite Supervisory Control and Data Acquisition (SCADA) of a Photovoltaic (PV)/diesel hybrid system was tested using NASA's Advanced Communication Technology Satellite (ACTS) and Ultra Small Aperture Terminal (USAT) ground stations. The setup consisted of a custom-designed PV/diesel hybrid system, located at the Florida Solar Energy Center (FSEC), which was controlled and monitored at a "remote" hub via Ka-band satellite link connecting two 1/4 Watt USATs in a SCADA arrangement. The robustness of the communications link was tested for remote monitoring of the health and performance of a PV/diesel hybrid system, and for investigating load control and battery charging strategies to maximize battery capacity and lifetime, and minimize loss of critical load probability. Baseline hardware performance test results demonstrated that continuous two-second data transfers can be accomplished under clear sky conditions with an error rate of less than 1%. The delay introduced by the satellite (1/4 sec) was transparent to synchronization of satellite modem as well as to the PV/diesel-hybrid computer. End-to-end communications link recovery times were less than 36 seconds for loss of power and less than one second for loss of link. The system recovered by resuming operation without any manual intervention, which is important since the 4 dB margin is not sufficient to prevent loss of the satellite link during moderate to heavy rain. Hybrid operations during loss of communications link continued seamlessly but real-time monitoring was interrupted. For this sub-tropical region, the estimated amount of time that the signal fade will exceed the 4 dB margin is about 10%. These results suggest that data rates of 4800 bps and a link margin of 4 dB with a 1/4 Watt transmitter are sufficient for end-to-end operation in this SCADA application.

Kalu, A.↗

NASA NTRS2020

Chandra spectral measurements of the O supergiant ζ Puppis indicate a surprising increase in the wind mass-loss rate over 18 yr

New long Chandra grating observations of the O supergiant ζ Pup show not only a brightening of the X-ray emission line flux of 13 per cent in the 18 yr since Chandra’s first observing cycle, but also clear evidence – at more than 4σsignificance – of increased wind absorption signatures in its Doppler-broadened line profiles. We demonstrate this with non-parametric analysis of the profiles as well as Gaussian fitting and then use line-profile model fitting to derive a mass-loss rate of 2.47±0.09×10−6Myr−1, which is a 40 per cent increase over the value obtained from the cycle 1 data. The increase in the individual emission line fluxes is greater for short-wavelength lines than long-wavelength lines, as would be expected if a uniform increase in line emission is accompanied by an increase in the wavelength-dependent absorption by the cold wind in which the shock-heated plasma is embedded.

David H. Cohen↗

NASA NTRS2008

Plasmaspheric Plumes Observed by the CLUSTER and IMAGE Spacecraft

Global IMAGE/EUV observations have revealed complex changes in plasmaspheric structures as the plasmasphere responds to geomagnetic activity while remaining under varying degrees of influence by co-rotation, depending on the radial distance. The complex plasmaspheric dynamics, with different scales of variability, is clearly far from being well understood. There is now renewed interest in the plasmasphere due to its apparent connections with the development of the ring current and radiation belt, and loss of ionospheric plasmas. Early in the mission, the Cluster spacecraft only crossed the plasmapause (L - 4) occasionally and made measurements of the outer plasmasphere and plasmaspheric drainage plumes. The study by Darrouzet et al. [2006] provided detailed analyses of in situ Cluster observations and IMAGE EUV observations of three plasmaspheric plumes detected in April-June, 2002. Within the next couple of years, Cluster orbit will change, causing perigee to migrate to lower altitudes, and thus providing excellent opportunities to obtain more detailed measurements of the plasmasphere. In this paper, we report our analyses of the earlier Cluster-IMAGE events by incorporating the different perspectives provided by the IMAGE Radio Plasma Imager (RPI) observations. We will discuss our new understanding of the structure and dynamics of the Cluster-IMAGE events.

Fung, S. F.↗