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Overview of the Research Aircraft for eVTOL Enabling techNologies (RAVEN) Activity

The Research Aircraft for eVTOL Enabling techNologies (RAVEN) activity is a collaboration between Georgia Tech and NASA to design and develop a 1,000 lb gross weight class eVTOL research aircraft. The vision for RAVEN is that the aircraft will serve as a “flying laboratory” for enduring research and technology development applications across the realm of eVTOL technologies. A major goal of RAVEN is to disseminate the aircraft design geometry and data from flight tests for the benefit of the broader aeronautics community. Initial research applications will include flight dynamics, controls, acoustics, and automation/autonomy. The aircraft is based on the airframe of a fixed-wing experimental homebuilt airplane that will be modified to incorporate a distributed propulsion system, battery system, fly-by-wire flight control system, and avionics to enable remotely piloted operation. The aircraft is being designed to use commercial off-the-shelf components to the maximum extent practicable to save costs and to accelerate the development schedule without compromising the goal of publishing design geometry and test data. The RAVEN activity is also focused on workforce development by training the next generation of aerospace engineers in eVTOL technologies.

eVTOL↗

A Green Propulsion Dual Mode (GPDM) In-Space Technology Demonstration on a 6U CubeSat

Over the past decade there has been an increase in the launch and operations of small spacecraft. Small spacecraft (defined as having a total vehicle mass of < 180 kg) provide an opportunity for low-cost, high impact technology demonstrations on a small scale. They also create opportunities for government, industry, and academic to engage, transfer knowledge, and extend partnerships with non-traditional partners. NASA’s Marshall Space Flight Center (MSFC) is leading a collaborative effort to demonstrate a dual-mode (chemical and electrospray) propulsion system using a common propellant system as a payload on a 6U CubeSat. The novel feature in the propulsion system is the interfacing of propulsion technologies requiring dramatically different operating conditions and support hardware. GPDM will use a low toxicity or “green” propellant known as Advanced Spacecraft Energetic Non-Toxic (ASCENT) to demonstrate using a chemical thruster for translation burns and electrospray propulsion for both attitude control and translational burns on the spacecraft. Specific mission activities could include demonstration of collision avoidance during frequent altitude adjustment maneuvers to validate thruster performance and managing extended duration thruster burns of at least 24 hours with limited vehicle contact times. This paper will summarize the ground testing, spacecraft development, mission objectives, and mission planning activities to achieve some of GPDM’s technical objectives.

Nehemiah Joel Williams↗

The Doppler Wind and Temperature Sounder (DWTS) Flight Evaluation and Experiments (TES-16,17)

The Doppler Wind and Temperature Sounder instrument (DWTS) developed by Global Atmospheric Technologies and Sciences (GATS) is a simple yet powerful tool with the potential to become a new window through which the study of upper atmosphere dynamics can occur. Based around a defense-grade infrared camera peering through a static gas cell used as a scanning spectral filter, a DWTS instrument can infer wind velocities and kinetic temperatures throughout the stratosphere and lower thermosphere. The DWTS achieves this scanning by measuring the induced Doppler shift and Doppler broadening of emissions as they pass through the DWTS field of view (Gordley, Marshall, 2011). The DWTS holds promise in improving accuracy in weather determination among other terrestrial benefits, and the core technology can be easily adapted to study the dynamics of other planetary atmospheres. In partnership with GATS, NOAA, and other collaborators, NASA Ames and the Nano-Orbital Workshop (NOW) group have been working to evaluate the DWTS instrument on orbit and optimize it as a flexible payload for nanosatellites. The first mission selected for DWTS technical evaluation is preparing for flight in early 2024, which will be followed by a more capable science mission in 2025, with both missions being part of the TES-n/NOW heritage flight series. The first rapid technology demonstration flight, TES-16/DWTS-A, will demonstrate a single DWTS instrument in an approximately 2U payload volume. With an estimated power consumption of 50 watts, the instrument will maintain the imaging sensor plane at 80K during instrument performance evaluation periods using an integrated Stirling cryocooler. Data from DWTS will be captured and processed via a NOW-designed custom data interface unit before being transmitted via S-band radio back to select ground stations, with instrument command and control maintained via L-band global-coverage radio. The subsequent TES-17/DWTS-B mission will be a dedicated science mission tasked with validating the instrument’s full altitude coverage capabilities, currently estimated from 20 to 200 km during both day and night. This new atmospheric observational capability will come from a single small satellite equipped with three DWTS imagers, each hosting a different gas cell chemistry, to form a complete instrument. The intention of this flight series, and one of NASA’s interests in this instrument, is not only to advance Earth atmospheric dynamics, but to advance a Martian atmospheric study instrument as well (Colaprete, Gordley, et al) which, if successful, would greatly further understanding of Martian atmospheric dynamics. This document describes the flight series in detail, including challenges facing the TES-16 flight tests and the projected challenges and application of Mars study. Additional detail regarding the possible applications of a Cognitive Communication technique in current flight development by NOW collaborators at the NASA Glenn Research Center is also discussed, including the implications of using an automated User Initiated Service (UIS) protocol to maximize the data collected per orbit.

DWTS Nano-satellite TES-n↗

RAPID: Collaborative Commanding and Monitoring of Lunar Assets

RAPID (Robot Application Programming Interface Delegate) software utilizes highly robust technology to facilitate commanding and monitoring of lunar assets. RAPID provides the ability for intercenter communication, since these assets are developed in multiple NASA centers. RAPID is targeted at the task of lunar operations; specifically, operations that deal with robotic assets, cranes, and astronaut spacesuits, often developed at different NASA centers. RAPID allows for a uniform way to command and monitor these assets. Commands can be issued to take images, and monitoring is done via telemetry data from the asset. There are two unique features to RAPID: First, it allows any operator from any NASA center to control any NASA lunar asset, regardless of location. Second, by abstracting the native language for specific assets to a common set of messages, an operator may control and monitor any NASA lunar asset by being trained only on the use of RAPID, rather than the specific asset. RAPID is easier to use and more powerful than its predecessor, the Astronaut Interface Device (AID). Utilizing the new robust middleware, DDS (Data Distribution System), developing in RAPID has increased significantly over the old middleware. The API is built upon the Java Eclipse Platform, which combined with DDS, provides platform-independent software architecture, simplifying development of RAPID components. As RAPID continues to evolve and new messages are being designed and implemented, operators for future lunar missions will have a rich environment for commanding and monitoring assets.

Torres, Recaredo J.↗

Development of the Joint NASA/NCAR General Circulation Model

The Data Assimilation Office at NASA/Goddard Space Flight Center is collaborating with NCAR/CGD in an ambitious proposal for the development of a unified climate, numerical weather prediction, and chemistry transport model which is suitable for global data assimilation of the physical and chemical state of the Earth's atmosphere. A prototype model based on the NCAR CCM3 physics and the NASA finite-volume dynamical core has been built. A unique feature of the NASA finite-volume dynamical core is its advanced tracer transport algorithm on the floating Lagrangian control-volume coordinate. The model currently has a highly idealized ozone production/loss chemistry derived from the observed 2D (latitude-height) climatology of the recent decades. Nevertheless, the simulated horizontal wave structure of the total ozone is in good qualitative agreement with the observed (TOMS). Long term climate simulations and NWP experiments have been carried out. Current up to date status and futur! e plan will be discussed in the conference.

Lin, S.-J.↗

Formal Verification of a Power Controller Using the Real-Time Model Checker UPPAAL

A real-time system for power-down control in audio/video components is modeled and verified using the real-time model checker UPPAAL. The system is supposed to reside in an audio/video component and control (read from and write to) links to neighbor audio/video components such as TV, VCR and remote-control. In particular, the system is responsible for the powering up and down of the component in between the arrival of data, and in order to do so in a safe way without loss of data, it is essential that no link interrupts are lost. Hence, a component system is a multitasking system with hard real-time requirements, and we present techniques for modeling time consumption in such a multitasked, prioritized system. The work has been carried out in a collaboration between Aalborg University and the audio/video company B&O. By modeling the system, 3 design errors were identified and corrected, and the following verification confirmed the validity of the design but also revealed the necessity for an upper limit of the interrupt frequency. The resulting design has been implemented and it is going to be incorporated as part of a new product line.

Havelund, Klaus↗

In Situ Monitoring of Crystal Growth Using Mephisto

Experiments were carried out to study the morphological stability of Bi-1atomic% Sn alloys using the MEPHISTO directional solidification apparatus aboard Space Shuttle Columbia (STS-87, launched November 19, 1997). The research program involved collaboration of the University of Florida, Centre National d'Etudes Spatiales (France), NASA/Glenn Research Center, the National Institute of Standards and Technology, and the University of New South Wales (Australia). The experiments made use of the Seebeck technique to measure the interface temperature, the resistance change across the sample for determination of the interface velocity, and Peltier current pulsing for demarcation of the interface shape. These data were obtained in real-time during various melting/solidification cycles, and the experiments were controlled via telecommands. The Seebeck signal and temperature measurements in the space experiments, as well as morphological behavior of the solid/liquid interface, were found to be significantly different than those obtained from ground-based studies. For the space-based experiments, interface breakdown was observed at growth velocities of 6.7, 27, and 40 micrometers/s, but not at 1.8 and 3.3 micrometers/s. The results further indicate that the morphological stability threshold for some grain orientations is significantly enhanced, resulting in a staggered planar to cellular transition front. This report summarizes some of these findings.

Abbaschian, Reza↗

Space Shuttle Main Engine Implications for the Abort-to-Orbit Off-the-Pad Study

In 2001, the Space Shuttle Main Engine (SSME) project office was contacted by the Space Shuttle Ascent Guidance, Navigation, and Control group to provide the engine perspective for an Abort-to-Orbit (ATO) study. The purpose of the AT0 Off-the-Pad study was to determine the feasibility of eliminating the Return to Launch Site and Transatlantic abort modes by using a five-segment solid rocket booster and throttling the remaining SSMEs to a higher power level. This would enable all abort modes to be Abort-to-Orbit. The SSME project office at Marshall Space Flight Center collaborated with MSFC's Space Transportation Directorate and Rocketdyne Propulsion and Power to provide the AT0 Off-the-Pad study with the analysis required. Power levels at 109%, 1 11% and 1 13% of rated power level were studied as well as mixture ratio decreases down to 5.85. SSME was to evaluate and define the technical and programmatic impacts to certify the SSME to these abort power levels. The SSME systems analysis group performed a steady state analysis using the SSME power balance model to determine if there were any technical issues associated with higher power level, low mixture ratio operation. Based on each power level/mixture ratio combination, an engine certification plan was created and a preliminary probabilistic risk assessment was performed. The results showed favorable results for higher power 1evel/lower mixture ratio SSME operation. In nearly all performance and redline parameters, the traded engine operation was encompassed by nominal engine performance of a prior engine configuration.

Schoffstoll, Dayna L.↗

National Campaign (NC)-1 Strategic Conflict Management Simulation (X4) Community Based Rules

Projected demand for transportation services in the urban environment has led to the development of several Concepts of Operation for Urban Air Mobility, or UAM. UAM is a concept for the transportation of people and goods in the metropolitan environment using small, efficient aircraft over short distances as part of an expanding multimodal transportation network. UAM will leverage emerging technologies including electric Vertical Takeoff and Landing (eVTOL) aircraft, increasing levels of automation and a new operational paradigm in dense airspace where a set of agreed-upon rules govern the procedures and interactions defining a cooperative environment in which operators are entrusted with a range of functions typically conducted by Air Traffic Control (ATC). These rules, proposed in the FAA NextGen Office’s UAM Concept of Operations [1], were originally termed Community Based Rules or Community Business Rules (CBRs), and will in the future termed Cooperative Operating Practices (COPs); this document uses the original term, CBR. CBRs are a set of rules, developed by the UAM community and (where necessary) approved by the FAA that govern the interactions between UAM entities and limit the need for ATC services including, but not limited to, separation control by ATC, addressing a fundamental challenge to scaling UAM operations. UAM community development of CBRs is anticipated to accelerate the adoption of new practices while retaining the regulatory authority of the FAA within required domains (e.g., NAS safety, security and equal access). However, there currently exists no agreed industry forum or defined procedures for CBR development. Investigation of best practices for the development of UAM CBRs was identified by NASA and the FAA NextGen Office as a research need. In collaboration with seven industry partners, NASA participated in a series of simulations that investigated elements of the envisioned UAM operations, with a primary focus on Strategic Conflict Management (SCM). The development and conduct of cooperative UAM simulations with seven industry partners provided a unique opportunity to investigate CBR development practices. Development of CBRs for the UAM SCM simulations was conducted in parallel with simulation capability development and was closely related to requirements definition for the simulations. As such, the CBR development effort presented herein had two objectives: explore CBR development practices in collaboration with the industry partners and develop an initial set of UAM CBRs to support simulation requirements definition and development. Consensus was achieved among NASA and the industry partners on 24 CBRs that were developed to support the cooperative simulation operations across five topic areas: General (related to test requirements), Operational Intent, Conformance Monitoring, Demand Capacity Balancing, and Airspace Constraint Management. Additional topic areas and CBRs were discussed but were deemed outside the scope of the simulation; these are included in the appendices. A collaborative, iterative process was employed for developing the CBRs engaging both NASA and Industry; because CBR development is envisioned to be community-driven, opportunities were sought that provided industry partners leadership roles in developing CBRs. The following key observations and recommendations may aid the UAM industry in future CBR development efforts: - The lack of a defined process proved challenging initially. Stakeholder engagement in the early stages of CBR development was intermittent and may have been due to the lack of a clear definition of roles and responsibilities of those involved in the effort. - Industry leadership of CBR topic areas proved successful. Discussions in these topic areas were engaging, with alternate viewpoints freely discussed and detailed CBRs resulting. This points to the importance of identifying the best-suited leadership in technical areas for CBR development. - Discussions within a CBR topic area were typically dominated by only a few participants. Whereas all industry partners contributed to CBR development, within each topic area, technical leadership was evident even when not formally established. This observation may indicate that smaller, focused groups may be more effective in initial CBR development than an open forum or large standards development effort (although both maybe required prior to FAA review and approval for some CBRs). - Identifying suitable forums for initial UAM CBR development and identifying the most effective industry participants and leadership will be crucial for successful CBR development. Although the operational need for UAM CBRs may not be immediate, establishing the forums and leadership to define the processes for CBR development is a prudent early step to UAM realization.

Community Based Rules↗

STS-66 Mission Highlights Resource Tape

This video contains the mission highlights of the STS-66 Space Shuttle Atlantis Mission in November 1994. Astronauts included: Don McMonagle (Mission Commander), Kurt Brown, Ellen Ochoa (Payload Commander), Joe Tanner, Scott Parazynski, and Jean-Francois Clervoy (collaborating French astronaut). Footage includes: pre-launch suitup, entering Space Shuttle, countdown and launching of Shuttle, EVA activities (ATLAS-3, CRISTA/SPAS, SSBUV/A, ESCAPE-2), on-board experiments dealing with microgravity and its effects, protein crystal growth experiments, daily living and sleeping compartment footage, earthviews of various meteorological processes (dust storms, cloud cover, ocean storms), pre-landing and land footage (both from inside the Shuttle and from outside with long range cameras), and tracking and landing shots from inside Mission Control Center. Included is air-to-ground communication between Mission Control and the Shuttle. This Shuttle was the last launch of 1994.

Source record↗

Integrating International Space Station payload operations

The payload operations support for the International Space Station (ISS) payload is reported on, describing payload activity planning, payload operations control, payload data management and overall operations integration. The operations concept employed is based on the distribution of the payload operations responsibility between the researchers and ISS partners. The long duration nature of the ISS mission dictates the geographical distribution of the payload operations activities between the different national centers. The coordination and integration of these operations will be assured by NASA's Payload Operations Integration Center (POIC). The prime objective of the POIC is the achievement of unified operations through communication and collaboration.

Noneman, Steven R.↗

Visit from JAXA to NASA MSFC: The Engines Element & Ideas for Collaboration

System Design, Development, and Fabrication: Design, develop, and fabricate or procure MB-60 component hardware compliant with the imposed technical requirements and in sufficient quantities to fulfill the overall MB-60 development effort. System Development, Assembly, and Test: Manage the scope of the development, assembly, and test-related activities for MB-60 development. This scope includes engine-level development planning, engine assembly and disassembly, test planning, engine testing, inspection, anomaly resolution, and development of necessary ground support equipment and special test equipment. System Integration: Provide coordinated integration in the realms of engineering, safety, quality, and manufacturing disciplines across the scope of the MB-60 design and associated products development Safety and Mission Assurance, structural design, fracture control, materials and processes, thermal analysis. Systems Engineering and Analysis: Manage and perform Systems Engineering and Analysis to provide rigor and structure to the overall design and development effort for the MB-60. Milestone reviews, requirements management, system analysis, program management support Program Management: Manage, plan, and coordinate the activities across all portions of the MB-60 work scope by providing direction for program administration, business management, and supplier management.

Greene, William D.↗

Repair and Utilization of the Kratos XSAM 800 X-Ray Photoelectron Spectrometer (XPS)

The objectives for this summer faculty fellowship were first to repair the Kratos XSAM 800 X-ray Photoelectron Spectrometer (XPS) and then to utilize the instrument to participate in ongoing research projects at KSC and in the researcher's own laboratory at UCF. The first 6 weeks were used in repairing the instrument. Working both alone and with the Kratos service engineer, a number of hardware problems, largely associated with the sample stage control system, were corrected. Defective parts were identified and fixed in the computer driver boards, the stage power supply, and the driver interface. The power supply was completely replaced. After four weeks of work, the instrument was functional. This occurred on a Wednesday. The following Friday the instrument had to be completely shut down because the power to the O & C Building was to be turned off. The instrument was properly secured. On Monday, the instrument was powered up and the original problems returned. After another 2 weeks of work, a software problem was identified. This problem caused the computer to use a defective port for the sample stage control. It was circumvented by rewriting the startup routine. The final 3 weeks of the fellowship were spent using the XPS to analyze samples being studied in the Langley materials project (Martha Williams) and a catalyst project (Dr. Orlando Melendez). During this time, several sample analysis requests from other groups at KSC also came in and those samples were run as well. The summer faculty fellowship also allowed many contacts to be made. After meeting with the sensors group, two projects were identified for collaboration and white papers are being prepared. One project aims to develop small, very sensitive hydrogen detectors and the other to develop a broad area, easily monitored, zero power consumption hydrogen detector. In addition to the work mentioned above, the XPS was utilized in a study underway in Dr. Hampton's laboratory at UCF.

Hampton, Michael D.↗

A low-mass faraday cup experiment for the solar wind

Faraday cups have proven to be very reliable and accurate instruments capable of making 3-D velocity distribution measurements on spinning or 3-axis stabilized spacecraft. Faraday cup instrumentation continues to be appropriate for heliospheric missions. As an example, the reductions in mass possible relative to the solar wind detection system about to be flown on the WIND spacecraft were estimated. Through the use of technology developed or used at the MIT Center for Space Research but were not able to utilize for WIND: surface-mount packaging, field-programmable gate arrays, an optically-switched high voltage supply, and an integrated-circuit power converter, it was estimated that the mass of the Faraday Cup system could be reduced from 5 kg to 1.8 kg. Further redesign of the electronics incorporating hybrid integrated circuits as well as a decrease in the sensor size, with a corresponding increase in measurement cycle time, could lead to a significantly lower mass for other mission applications. Reduction in mass of the entire spacecraft-experiment system is critically dependent on early and continual collaborative efforts between the spacecraft engineers and the experimenters. Those efforts concern a range of issues from spacecraft structure to data systems to the spacecraft power voltage levels. Requirements for flight qualification affect use of newer, lighter electronics packaging and its implementation; the issue of quality assurance needs to be specifically addressed. Lower cost and reduced mass can best be achieved through the efforts of a relatively small group dedicated to the success of the mission. Such a group needs a fixed budget and greater control over quality assurance requirements, together with a reasonable oversight mechanism.

Lazarus, A. J.↗

Pick-Up Ion Instabilities at Planetary Magnetospheres

This effort involved the analysis of low frequency waves as observed by the Galileo spacecraft near the Galilean moon, Io. Io is a significant source of material, especially SO2, and various products of dissociation, and further these atoms and molecules are readily ionized. The initial velocity of the ions is essentially that of the neutral species, i.e., the Keplerian velocity. The plasma, on the other hand is co-rotating, and there is a differential flow of the order 57 km/s between the plasma and the neutral particles. Thus pick-up ion instabilities are Rely to occur within the Jovian magnetosphere. Indeed, magnetometer observations from the Galileo spacecraft clearly show ion cyclotron waves that have been identified with a large variety of plasma species, such as O+, S++ (which has the same gyro-frequency as O+), S+, and SO2+. Typically, however, the dominant frequency is near the SO2+ gyro-frequency. The research effort was originally planned to be a team effort between Robert J. Strangeway as the Principal Investigator, and Debbie Huddleston, who was an Assistant Research Geophysicist at UCLA. Unfortunately, Dr. Huddleston took a position within Industry. The effort was therefore descoped, and Dr. Strangeway instead pursued a collaboration with Dr. Xochitl Blanco-Cano, of the Instituto de Geofisica, Universidad Nacional Autonoma de Mexico. This has proved to be a productive collaboration, with several papers and publications arising out of the effort. The magnetic field oscillations near lo generally fall into two types: ion cyclotron waves, with frequencies near an ion gyro-frequency, and lower frequency mirror-mode waves. The ion cyclotron waves are mainly transverse, and frequently propagate along the ambient magnetic field. The mirror-mode waves are compressional waves, and they have essentially zero frequency in the plasma rest frame. One of the purposes of our investigation is to understand what controls the types of wave modes that occur, since both wave modes can be drive unstable by the pressure anisotropy associated with the pick up ions. The pick ion velocity is perpendicular to the ambient magnetic field, and is generally much larger than the thermal velocity, at least initially. At its simplest, we found that the ion cyclotron waves are controlled by the parameters of the species in gyro-resonance with the wave. Thus, while the growth rates for the lower mass (higher gyro-frequency) pick-up ions are generally larger, we found that the heavier SO2+ ion cyclotron waves are generally preferred. This is because one of the effects of the wave instability is to diffuse the ions in pitch angle and energy. The lower mass ions therefore consist of both a ring of recently created pick-up ions, and a thermal background. This thermal background quenches the ion cyclotron instability. SO2+ is different, however. Being a molecule, the species can also dissociate. Our analysis suggests that the dissociation acts on a time scale comparable to or faster than the velocity space diffusion time scale. There are consequently no thermal SO2+ ions to quench the instability. We have also investigated the mirror-mode. This mode can at times grow more rapidly than the individual ion cyclotron waves. This is mainly because the mirror-mode can grow off the pressure anisotropy of the individual species with which the waves are in resonance. Lastly, as part of this effort we have begun to investigate the instability for obliquely propagating modes. Galileo observations show that at times the ion cyclotron waves are significantly elliptically polarized, and further the wave vector is at a large angle to the field, significant growth can occur for oblique propagation. Depending on the group velocity of the waves, it is possible that obliquely propagating modes have higher advective growth rate, but this has yet to be determined.

Strangeway, Robert J.↗

The UAH/NSSTC Advanced Radar for Meteorological and Operational Research (ARMOR)

The past four years have seen a marked enhancement in meteorological-radar infrastructure and radar-research capability at the University of Alabama-Huntsville (UAH) and National Space Science and Technology Center (NSSTC; a collaborative center supported by UAH, NASA-MSFC and USRA). This enhancement is due in part to the development of the ARMOR C-band dual-polarimetric radar facility (amongst other mobile radar facilities also discussed in this conference). The ARMOR radar, located at Huntsville International Airport, originated as a unique collaboration between university, government and broadcast meteorologists (the very first of its kind relative to concurrent operational, research and broadcast applications of dual-polarimetry). Contributions from each of these entities resulted in the upgrade of a surplus National Weather Service WSR-74C radar to a research-grade C-band polarimetric radar. The initial upgrade of the radar took place in late 2004 with WHNT-TV purchase and installation of a SIGMET (now Vaisala) Antenna Mounted Receiver (AMR), RVP8/RCP8 radar processor/antenna controller, new radome, and a new dual-polarimetric antenna feed. The AMR enabled simultaneous transmit and receive (STSR) capability and hence collection of dual-polarimetric moments. During the initial part of the AMR upgrade the original WSR74C antenna reflector and 250 kW magnetron-transmitter were used. In early 2005, a new 350 kW magnetron transmitter was purchased from Baron Services and installed. In October of 2006 a new high performance parabolic antenna and dual-pol feed (Seavey) were installed together with a new Orbit pedestal. ARMOR Radar control and data delivery are facilitated through the use of T-1 lines that run from the airport to both NSSTC and WHNT-TV in Huntsville. Under current operating protocols radar scanning and product development are completed at NSSTC, though meteorologists at WHNT-TV can also control the radar if desired. In its default scanning configuration the radar is operated 24/7 in an STSR polarimetric rain scan mode alternating with a surveillance scan on a 5-minute cycle; scans separated by 2.5 minutes. Every 2.5 minutes the raw data arrive at NSSTC where they are corrected in real time for attenuation and differential attenuation (using a constrained ZDR/Z-PHI approach) and new products are generated (e.g., rain maps, hydrometeor identification etc.). The raw and derived products are archived at NSSTC and also redistributed locally in real time over the network within NSSTC to the National Weather Service Forecast Office in Huntsville (collocated with NSSTC) for operational use. During periods of interesting weather the radar is often operated in full, sector, or RHI volume modes from NSSTC and coincident with UAH mobile radar or NWS NEXRAD radar platforms as needed.

Petersen, Walter A.↗

Integrating continuous atmospheric boundary layer and tower-based flux measurements to advance understanding of land-atmosphere interactions

The atmospheric boundary layer mediates the exchange of energy, matter, and momentum between the land surface and the free troposphere, integrating a range of physical, chemical, and biological processes and is defined as the lowest layer of the atmosphere (ranging from a few meters to 3 km). In this review, we investigate how continuous, automated observations of the atmospheric boundary layer can enhance the scientific value of co-located eddy covariance measurements of land-atmosphere fluxes of carbon, water, and energy, as are being made at FLUXNET sites worldwide. We highlight four key opportunities to integrate tower-based flux measurements with continuous, long-term atmospheric boundary layer measurements: (1) to interpret surface flux and atmospheric boundary layer exchange dynamics and feedbacks at flux tower sites, (2) to support flux footprint modelling, the interpretation of surface fluxes in heterogeneous and mountainous terrain, and quality control of eddy covariance flux measurements, (3) to support regional-scale modeling and upscaling of surface fluxes to continental scales, and (4) to quantify land-atmosphere coupling and validate its representation in Earth system models. Adding a suite of atmospheric boundary layer measurements to eddy covariance flux tower sites, and supporting the sharing of these data to tower networks, would allow the Earth science community to address new emerging research questions, better interpret ongoing flux tower measurements, and would present novel opportunities for collaborations between FLUXNET scientists and atmospheric and remote sensing scientists.

Manuel Helbig↗

A System to Provide Real-Time Collaborative Situational Awareness by Web Enabling a Distributed Sensor Network

In this paper, we describe the architecture of both the PATS and SAP systems and how these two systems interoperate with each other forming a unified capability for deploying intelligence in hostile environments with the objective of providing actionable situational awareness of individuals. The SAP system works in concert with the UICDS information sharing middleware to provide data fusion from multiple sources. UICDS can then publish the sensor data using the OGC's Web Mapping Service, Web Feature Service, and Sensor Observation Service standards. The system described in the paper is able to integrate a spatially distributed sensor system, operating without the benefit of the Web infrastructure, with a remote monitoring and control system that is equipped to take advantage of SWE.

Visualization↗