Structural and Dynamical Properties of Potassium Dodecahydro-monocarba-closo-dodecaborate: KCB[subscript 11]H[subscript 12]
Abstract not provided
Dimitrievska, Mirjana↗
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Selective butene formation in direct ethanol-to-C3+-olefin valorization over Zn-Y/Beta and single-atom alloy composite catalysts using in situ generated hydrogen
The selective production of C3+ olefins from renewable feedstocks, especially via C1 and C2 platform chemicals, is a critical challenge for obtaining economically viable low-carbon middle distillate transportation fuels (i.e., jet and diesel). Here, we report a multifunctional catalyst system composed of Zn-Y/Beta and “single-atom” alloy (SAA) Pt-Cu/Al2O3 which selectively catalyzes ethanol-to-olefins (C3+, ETO) valorization in the absence of cofed hydrogen, forming butenes as the primary olefin products. Beta zeolites containing predominately isolated Zn and Y metal sites catalyze ethanol upgrading steps (588 K, 3.1 kPa ethanol, ambient pressure) regardless of cofed hydrogen partial pressure (0-98.3 kPa H2), forming butadiene as the primary product (60% selectivity at 87% conversion). The Zn-Y/Beta catalyst possesses site-isolated Zn and Y Lewis acid sites (at ~7 wt% Y) and Brønsted acidic Y sites, the latter of which has been previously uncharacterized. A secondary bed of SAA Pt-Cu/Al2O3 selectively hydrogenates butadiene to butene isomers at a consistent reaction temperature using hydrogen generated in situ from ethanol-to-butadiene (ETB) conversion. This unique hydrogenation reactivity at near-stoichiometric hydrogen and butadiene partial pressures is not observed over monometallic Pt or Cu catalysts, highlighting these operating conditions as a critical SAA catalyst application area for conjugated diene selective hydrogenation at high reaction temperatures (>573 K) and low H2/diene ratios (e.g., 1:1). Single-bed steady state selective hydrogenation rates, associated apparent hydrogen and butadiene reaction orders, and DFT calculations of the Horiuti-Polanyi reaction mechanisms indicate that the unique butadiene selective hydrogenation reactivity over SAA Pt-Cu/Al2O3 reflects lower hydrogen scission barriers relative to monometallic Cu surfaces and limited butene binding energies relative to monometallic Pt surfaces. DFT calculations further indicate the preferential desorption of butene isomers over SAA Pt-Cu(111) and Cu(111) surfaces while Pt(111) surface favors subsequent butene hydrogenation reactions to form butane over butene desorption events. Under operating conditions without of hydrogen cofeeding, this combination of Zn-Y/Beta and SAA Pt-Cu catalysts can selectively form butenes (65% butenes, 78% C3+ selectivity at 94% conversion) and avoid butane formation using only in situ generated hydrogen, avoiding costly hydrogen cofeeding requirements that hinder many renewable energy processes.
Cordon, Michael↗
Decentralized modular hybrid supervisory control for the formation of unmanned helicopters
Abstract Formation control of Unmanned Aerial Vehicles (UAVs) requires them to tightly cooperate to reach and keep the formation, while avoiding collision. This paper proposes a novel decentralized hybrid supervisory control approach for the formation control of multiple UAVs. This is achieved by developing a symbolic motion planning technique to polarly partition the motion space resulting in a finite state discrete event model for the motion dynamics of each UAV. Then, a modular discrete supervisor is designed for different components of the formation mission including reaching the formation, keeping the formation, and collision avoidance. Further, for the collision avoidance mechanism, a novel top‐down decomposition‐based approach is developed to design local supervisors decentralizedly. It is formally proved that with the proposed top‐down decomposition‐based approach, the (locally) supervised UAVs, as a whole, can cooperatively satisfy the desired (global) collision avoidance specification. The proposed decentralized supervisory control algorithm is also verified through a hardware‐in‐the‐loop simulator for the formation control of unmanned helicopters.
Karimoddini, Ali↗
Reproduction drives changes in space use and habitat selection in a highly adaptable invasive mammal
Abstract For ungulates, it is not well understood how the interaction between habitat and reproduction affects movement behavior, space use, and habitat selection. We used known parturition (farrowing) data to validate First Passage Time (FPT) movement analysis to identify wild pig (Sus scrofa) parturition events from data collected with GPS collars. We examined home range and habitat selection during three physiologically distinct time periods in the reproductive cycle: late-gestation; farrowing; and neonate-care period. Sows exhibited a behavioral change 1-2 days prior to farrowing, suggesting FPT analysis can reliably identify parturition events for wide-ranging species that have a focused birthing area. Home range was smallest during the farrowing period, likely reflective of nest building, parturition, and protection of neonates. Home range size during the neonate-care period was intermediate between the late-gestation and farrowing periods, indicative of offspring care that may restrict maternal movement. Across all periods, sows avoided developed areas that have sparse canopy and ground cover and are associated with human activities. During late-gestation, sows avoided pine forests that have an open understory and less vegetative cover. During late-gestation and neonate-care, sows selected bottomland hardwood forests, habitat associated with ample food, cover, and water. During farrowing and neonate-care periods, sows selected upland hardwood forests, habitat with high quality food and cover for neonates. The physiological requirements of reproduction drive female habitat selection and spatial scale of movement patterns associated with parturition. Our study contributes to delineation of the appropriate scale at which to analyze movement data to provide insight about where individuals chose to place their home range, how much space to use, and how they use resources on the landscape to maximize reproductive success and fitness.
Zoology↗
Design of a Non-PLL Grid-Forming Inverter for Smooth Microgrid Transition Operation
This paper develops a controller for a grid-forming (GFM) inverter that is capable of operating as either a GFM or grid-feeding source that can improve the operation of a microgrid during on-off grid transitions through use of a novel synchronization approach. Furthermore, this controller avoids use of a phase-locked loop (PLL) and the inverter is able to synchronize with the grid with self-generated voltage and frequency. This prevents the inverter from replicating any grid voltage disturbances in its output—a key disadvantage of many grid-connected inverters that use a PLL. To enable fast synchronization, active synchronization control is adopted both during inverter start-up and microgrid reconnection operation and a method of coordinating synchronization of the inverter with a microgrid controller and grid interconnection circuit breaker is presented. Simulation results for multiple microgrid transition operations and unplanned islanding events demonstrate that the developed non-PLL grid-connected GFM inverter controller and synchronization method are effective in synchronizing the inverter and microgrid to the grid, avoiding phase jump during microgrid transition operation, and improving microgrid islanding transients versus a traditional configuration.
27 ARPA - Advanced Research Projects Agency-Energy↗
Modeling the Functional Forms of Grid Disturbances
This report introduces a functional form that may be used to quantitatively predict the impacts of new grid tools and changing system qualities on the likelihoods, durations, and depths of various grid disturbances. Each disturbance scenario is modeled to have three component stages—avoidance, reactance and recovery, which together parametrically estimate one disturbance’s impacts. The modeled scenario is then placed and replicated within an analysis period to represent the likelihood or frequency of the scenario and its consequent impacts. Whereas analysts have struggled to define and apply metrics for grid resilience, the functional form introduced by this report shares units of measurement with accepted grid-status measures (e.g., numbers of customers currently experiencing a service outage). Furthermore, the integrated and averaged functional form over an analysis period provides a meaningful normalized performance metric (e.g., customer outage minutes per year) that is ultimately independent of the duration of the period of. The approach may be applied similarly regardless of the severity or frequency of the disturbances that are being analyzed. Because metrics can be chosen to be identical in both the hypothetical future and the actual historical past, the historical past eventually becomes the test of the future predictions, at least in a statistical sense. The authors originally developed this approach to facilitate analysis of the effects of transactive energy (TE) systems effects on electric power grid resilience. TE systems invite energy suppliers and consumers to actively collaborate toward the discovery of, and their responses to, the locational value of energy. The findings from this process are often embodied as energy prices, the dynamics of which indicate the locational value of energy and can further represent important grid service needs. While some academic papers claim to quantify the value of a specific TE system design toward grid resilience, the answer, in general, has been elusive. Not only do multiple and conflicting definitions of resilience and reliability exist, but countless TE systems are being invented. We conclude the following: (1) The ideal analysis should harmonize rather than differentiate resilience and reliability. Therefore, this report uses the more general term disturbance whenever the overloaded terms resilience and reliability can be avoided. (2) The effectiveness of TE systems must be mapped to underlying qualities of a TE system, thereby avoiding presumptions that every TE design offers similar advantages. The authors seek to evaluate the parametric effects of TE system qualities (e.g., spatial granularity, granularity of time steps, length of future prediction horizon) on avoiding, reacting to, and recovering from grid disturbances. Furthermore, any advantages (or disadvantages) must be fairly compared with the many alternative tools, systems, and strategies that might offer comparable benefits.
24 POWER TRANSMISSION AND DISTRIBUTION↗
Hybrid Power Plants for Energy Resilience: A Case Study
As renewable energy technologies are increasingly adopted, they pose an opportunity to improve the sustainability and resilience of distributed grids, especially when their design and operation is coordinated as a hybrid power plant. When included in hybrid power plants, distributed wind turbines in particular have the potential to enhance the resilience of distributed grids in areas with good wind resource, due to their ability to provide more consistent generation and ancillary services as compared to photo-voltaic (PV) solar panels. Despite this benefit, U.S. distributed wind adoption is lower than other comparable renewable energy technologies. In this study, we seek to demonstrate how hybrid power plants that include distributed wind turbines can contribute to distribution grid resilience by meeting loads (especially critical loads) more consistently, increasing reserve capacity, and providing value to customers during outages. To demonstrate these contributions, we integrate three separate frameworks and apply them to a case study in a rural electric cooperative in Iowa. Through this case study, we simulate and compare hybrid power plant design and operation during two hazard events: a tornado that causes a 48-hour distribution outage and a winter weather event that causes a 6-hour generation outage. The inclusion of a hybrid power plant that leverages 1) increased battery duration and 2) advanced forecasting and dispatch strategies that reserve capacity leading up to a hazard event best reduce lost loads as well as diesel consumption that would otherwise be used to meet those loads during short- and long-duration hazard events. Depending on the hybrid power plant capacity and operation, we find that the outage mitigation value of a hybrid power plant (measured in value to customers to avoid an outage and avoided lost revenues for the utility) is significant in both hazard events; adding wind, solar, and battery assets to the existing system adds about $50-$100M in avoided lost load and at least $4-$8k in utility value in the tornado hazard event, and $570k-$2.2M in avoided lost load and at least $220-$650 in utility value in the winter hazard scenario. In both the tornado and winter hazard scenarios, optimizing the operation of the hybrid system for resilience can lend similar value as increasing battery duration by 5 MWh for the lower capacity systems considered.
17 WIND ENERGY↗
Noise-resistant Landau-Zener sweeps from geometrical curves
Landau-Zener physics is often exploited to generate quantum logic gates and to perform state initialization and readout. The quality of these operations can be degraded by noise fluctuations in the energy gap at the avoided crossing. We leverage a recently discovered correspondence between qubit evolution and space curves in three dimensions to design noise-robust Landau-Zener sweeps through an avoided crossing. In the case where the avoided crossing is purely noise-induced, we prove that operations based on monotonic sweeps cannot be robust to noise. Hence, we design families of phase gates based on non-monotonic drives that are error-robust up to second order. In the general case where there is an avoided crossing even in the absence of noise, we present a general technique for designing robust driving protocols that takes advantage of a relationship between the Landau-Zener problem and space curves of constant torsion.
71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
Design principles for contamination abatement in scientific satellites.
It is shown that deposition of contamination films on satellite optics can be controlled by the following means: isolating critical optical surfaces from the rest of the spacecraft; avoiding or minimizing the use of nonmetallic material, particularly near or in line of sight of optical surfaces; avoiding materials with high vapor pressures; subjecting materials to vacuum baking prior to use, to drive off the volatile outgassing products; keeping the critical surfaces at temperatures above the ambient; avoiding elevated operational temperatures for nonmetallic materials; paying special attention to optics exposed to intense UV-, X-ray, or particular radiation; avoiding water-vapor sources; and directing RCS plumes away from critical surfaces. Methods of controlling particulate contaminants are also proposed.
Naumann, R. J.↗
Preventing Aim At An Undesired Target
Electronic system controls changes in orientation of optical instrument. Slew-control system includes avoidance-control logic, which overrides slew-control error generator when line of sight of instrument comes within cone of avoidance around line of sight to Sun. Normal slewing trajectory interrupted by avoidance-control logic, which computes actuator torques taking line of sight around cone of avoidance. Used to protect delicate photodetectors in servocontrolled infrared spectrometer or imaging instrument against damage occurring if instrument aimed at Sun or another excessively bright object.
Goodzeit, Neil E.↗
Path planning for assembly of strut-based structures
A path planning method with collision avoidance for a general single chain nonredundant or redundant robot is proposed. Joint range boundary overruns are also avoided. The result is a sequence of joint vectors which are passed to a trajectory planner. A potential field algorithm in joint space computes incremental joint vectors delta-q = delta-q(sub a) + delta-q(sub c) + delta-q(sub r). Adding delta-q to the robot's current joint vector leads to the next step in the path. Delta-q(sub a) is obtained by computing the minimum norm solution of the underdetermined linear system J delta-q(sub a) = x(sub a) where x(sub a) is a translational and rotational force vector that attracts the robot to its goal position and orientation. J is the manipulator Jacobian. Delta-q(sub c) is a collision avoidance term encompassing collisions between the robot (links and payload) and obstacles in the environment as well as collisions among links and payload of the robot themselves. It is obtained in joint space directly. Delta-q(sub r) is a function of the current joint vector and avoids joint range overruns. A higher level discrete search over candidate safe positions is used to provide alternatives in case the potential field algorithm encounters a local minimum and thus fails to reach the goal. The best first search algorithm A* is used for graph search. Symmetry properties of the payload and equivalent rotations are exploited to further enlarge the number of alternatives passed to the potential field algorithm.
Muenger, Rolf↗
Modeling, Analyzing, and Mitigating Dissonance Between Alerting Systems
Alerting systems are becoming pervasive in process operations, which may result in the potential for dissonance or conflict in information from different alerting systems that suggests different threat levels and/or actions to resolve hazards. Little is currently available to help in predicting or solving the dissonance problem. This thesis presents a methodology to model and analyze dissonance between alerting systems, providing both a theoretical foundation for understanding dissonance and a practical basis from which specific problems can be addressed. A state-space representation of multiple alerting system operation is generalized that can be tailored across a variety of applications. Based on the representation, two major causes of dissonance are identified: logic differences and sensor error. Additionally, several possible types of dissonance are identified. A mathematical analysis method is developed to identify the conditions for dissonance originating from logic differences. A probabilistic analysis methodology is developed to estimate the probability of dissonance originating from sensor error, and to compare the relative contribution to dissonance of sensor error against the contribution from logic differences. A hybrid model, which describes the dynamic behavior of the process with multiple alerting systems, is developed to identify dangerous dissonance space, from which the process can lead to disaster. Methodologies to avoid or mitigate dissonance are outlined. Two examples are used to demonstrate the application of the methodology. First, a conceptual In-Trail Spacing example is presented. The methodology is applied to identify the conditions for possible dissonance, to identify relative contribution of logic difference and sensor error, and to identify dangerous dissonance space. Several proposed mitigation methods are demonstrated in this example. In the second example, the methodology is applied to address the dissonance problem between two air traffic alert and avoidance systems: the existing Traffic Alert and Collision Avoidance System (TCAS) vs. the proposed Airborne Conflict Management system (ACM). Conditions on ACM resolution maneuvers are identified to avoid dynamic dissonance between TCAS and ACM. Also included in this report is an Appendix written by Lee Winder about recent and continuing work on alerting systems design. The application of Markov Decision Process (MDP) theory to complex alerting problems is discussed and illustrated with an abstract example system.
Song, Lixia↗
Airborne Conflict Management within Confined Airspace in a Piloted Simulation of DAG-TM Autonomous Aircraft Operations
A human-in-the-loop experiment was performed at the NASA Langley Research Center to study the feasibility of Distributed Air/Ground Traffic Management (DAG-TM) autonomous aircraft operations in highly constrained airspace. The airspace was constrained by a pair of special use airspace (SUA) regions on either side of the pilot s planned route. The available airspace was further varied by changing the separation standard for lateral separation between 3 nm and 5 nm. The pilot had to maneuver through the corridor between the SUA s, avoid other traffic and meet flow management constraints. Traffic flow management (TFM) constraints were imposed as a required time of arrival and crossing altitude at an en route fix. This is a follow-up study to work presented at the 4th USA/Europe Air Traffic Management R&D Seminar in December 2001. Nearly all of the pilots were able to meet their TFM constraints while maintaining adequate separation from other traffic. In only 3 out of 59 runs were the pilots unable to meet their required time of arrival. Two loss of separation cases are studied and it is found that the pilots need conflict prevention information presented in a clearer manner. No degradation of performance or safety was seen between the wide and narrow corridors. Although this was not a thorough study of the consequences of reducing the en route lateral separation, nothing was found that would refute the feasibility of reducing the separation requirement from 5 nm to 3 nm. The creation of additional, second-generation conflicts is also investigated. Two resolution methods were offered to the pilots: strategic and tactical. The strategic method is a closed-loop alteration to the Flight Management System (FMS) active route that considers other traffic as well as TFM constraints. The tactical resolutions are short-term resolutions that leave avoiding other traffic conflicts and meeting the TFM constraints to the pilot. Those that made use of the strategic tools avoided additional conflicts, whereas, those making tactical maneuvers often caused additional conflicts. Many of these second-generation conflicts could be avoided by improved conflict prevention tools that clearly present to the pilot which maneuver choices will result in a conflict-free path. These results, together with previously reported studies, continue to support the feasibility of autonomous aircraft operations.
Barmore, Bryan↗
Regaining Lost Separation in a Piloted Simulation of Autonomous Aircraft Operations
NASA is currently investigating a new concept of operations for the National Airspace System, designed to improve capacity while maintaining or improving current levels of safety. This concept, known as Distributed Air/Ground Traffic Management (DAG-TM), allows appropriately equipped autonomous aircraft to maneuver freely for flight optimization while resolving conflicts with other traffic and staying out of special use airspace and hazardous weather. While Airborne Separation Assurance System (ASAS) tools would normally allow pilots to resolve conflicts before they become hazardous, evaluation of system performance in sudden, near-term conflicts is needed in order to determine concept feasibility. If an acceptable safety level can be demonstrated in these situations, then operations may be conducted with lower separation minimums. An experiment was conducted in NASA Langley s Air Traffic Operations Lab to address issues associated with resolving near-term conflicts and the potential use of lower separation minimums. Sixteen commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts. Required separation standards were set at either 3 or 5 NM lateral spacing, with 1000 ft vertical separation being used for both cases. Reducing the lateral separation from 5 to 3 NM did not appear to increase operational risk, as indicated by the proximity to the intruder aircraft. Pilots performed better when they followed tactical guidance cues provided by ASAS than when they didn't follow the guidance. As air-air separation concepts are evolved, further studies will consider integration issues between ASAS and existing Airborne Collision Avoidance Systems (ACAS).These types of non-normal events will require the ASAS to provide effective alerts and resolutions prior to the time that an Airborne Collision Avoidance System (ACAS) would give a Resolution Advisory (RA). When an RA is issued, a pilot must take immediate action in order to avoid a potential near miss. The Traffic Alert and Collision Avoidance System (TCAS) II currently functions as an ACAS aboard commercial aircraft. Depending on the own aircraft s altitude, TCAS only issues RA s 15-35 seconds prior to the Closest Point of Approach (CPA). Prior to an RA, DAG-TM pilots operating autonomous aircraft must rely solely on ASAS for resolution guidance. An additional area of DAG-TM concept feasibility relates to a potential reduction in separation standards. Lower separation standards are likely needed in order to improve NAS efficiency and capacity. Current separation minimums are based in large part on the capabilities of older radar systems. Safety assessments are needed to determine the feasibility of reduced separation minimums. They will give strong consideration to surveillance system performance, including accuracy, integrity, and availability. Candidate surveillance systems include Automatic Dependent Surveillance-Broadcast (ADS-B) and multi-lateration systems. Considering studies done for Reduced Vertical Separation Minimums (RVSM) operations, it is likely that flight technical errors will also be considered. In addition to a thorough evaluation of surveillance system performance, a potential decision to lower the separation standards should also take operational considerations into account. An ASAS Safety Assessment study identified improper maneuvering in response to a conflict (due to ambiguous or improper resolution commands or a pilot s failure to comply with the resolution) as a potential safety risk. If near-term conflicts with lower separation minimums were determined to be more challenging for pilots, the severity of these risks could be even greater.
Barhydt, Richard↗
A Performance Assessment of an Airborne Separation Assistance System Using Realistic Complex Traffic Flows
This paper presents the results from a study that investigates the performance of a tactical Airborne Separation Assistance System (ASAS) in en route airspace, under varying demand levels, with realistic traffic flows. The ASAS concept studied here allows flight crews of equipped aircraft to perform separation from other air traffic autonomously. This study addresses the tactical aspects of an ASAS using aircraft state data (i.e. position and velocity) to detect and resolve projected conflicts. In addition, use of a conflict prevention system helps ASAS-equipped aircraft avoid maneuvers that may cause new conflicts. ASAS-capable aircraft are equipped with satellite-based navigation and Automatic Dependent Surveillance Broadcast (ADS-B) for transmission and receipt of aircraft state data. In addition to tactical conflict detection and resolution (CD&R), a complete, integrated ASAS is likely to incorporate a strategic CD&R component with a longer look-ahead time, using trajectory intent information. A system-wide traffic flow management (TFM) component, located at the FAA command center helps aircraft to avoid regions of excessive traffic density and complexity. A Traffic Alert and Collision Avoidance System (TCAS), as used today is the system of last resort. This integrated approach avoids sole reliance on the use of the tactical CD&R studied here, but the tactical component remains a critical element of the complete ASAS. The focus of this paper is to determine to what extent the proposed tactical component of ASAS alone can maintain aircraft separation at demand levels up to three times that of current traffic. The study also investigates the effect of mixing ASAS-equipped aircraft with unequipped aircraft (i.e. current day) that do not have the capability to self-separate. Position and velocity data for unequipped aircraft needs to be available to ASASequipped. Most likely, for this future concept, state data would be available from instrument flight rules (IFR) aircraft, equipped with at least ADS-B transmission capability. The objective is to reduce the number of losses of separation to a minimum and investigate the limits of tactical-only CD&R. Thus, the objective is not, expressly, to achieve zero losses of separation with tactical ASAS because this is one component of an integrated ASAS.
Smith, Jeremy C.↗
Separation of Lift-Generated Vortex Wakes Into Two Diverging Parts
As part of an ongoing study of the spreading rate of lift-generated vortex wakes, the present investigation considers possible reasons as to why segments of lift-generated wakes sometimes depart from the main part of the wake to move rapidly in either an upward or downward direction. It is assumed that deficiencies or enhancements of the lift carry over across the fuselage-shrouded wing are the driving mechanism for departures of wake-segments. The computations presented first indicate that upwardly departing wake segments that were observed and photographed could have been produced by a deficiency in lift carryover across the fuselage-shrouded part of the wing. Computations made of idealized vortex wakes indicate that upward departure of a wake segment requires a centerline reduction in the span loading of 70% or more, whether the engines are at idle or robust thrust. Similarly, it was found that downward departure of wake segments is produced when the lift over the center part of the wing is enhanced. However, it was also found that downward departures do not occur without the presence of robust engine-exhaust streams (i.e., engines must NOT be at idle). In those cases, downward departures of a wake segment occurs when the centerline value of the loading is enhanced by any amount between about 10% to 100%. Observations of condensation trails indicate that downward departure of wake segments is rare. Upward departures of wake segments appears to be more common but still rare. A study to determine the part of the aircraft that causes wake departures has not been carried out. However, even though departures of wake segments rarely occur, some aircraft do regularly shed these wake structures. If aircraft safety is to be assured to a high degree of reliability, and a solution for eliminating them is not implemented, existing guidelines for the avoidance of vortex wakes [1,3] may need to be broadened to include possible increases in wake sizes caused by vertical departures of wake segments. Further study may indicate that it is not possible to modify existing aircraft enough to prevent wake departures. Wake-avoidance guidelines must then be adjusted to provide the desired degree of safety. It appears that steps to avoid upwardly moving wake segments have already been incorporated into the avoidance procedures used for aircraft on approach to runways at the Frankfurt Airport [6,7]. The uncertainty in the prospects for compromises in flight safety caused by rapidly upwardly or downwardly moving wake segments suggest that it be specified that aircraft do not fly above or below each other during operations in the airport vicinity where aircraft are likely to be closely spaced [20].
Rossow, Vernon J.↗
Examination of Icing Induced Loss of Control and Its Mitigations
Factors external to the aircraft are often a significant causal factor in loss of control (LOC) accidents. In today s aviation world, very few accidents stem from a single cause and typically have a number of causal factors that culminate in a LOC accident. Very often the "trigger" that initiates an accident sequence is an external environment factor. In a recent NASA statistical analysis of LOC accidents, aircraft icing was shown to be the most common external environmental LOC causal factor for scheduled operations. When investigating LOC accident or incidents aircraft icing causal factors can be categorized into groups of 1) in-flight encounter with super-cooled liquid water clouds, 2) take-off with ice contamination, or 3) in-flight encounter with high concentrations of ice crystals. As with other flight hazards, icing induced LOC accidents can be prevented through avoidance, detection, and recovery mitigations. For icing hazards, avoidance can take the form of avoiding flight into icing conditions or avoiding the hazard of icing by making the aircraft tolerant to icing conditions. Icing detection mitigations can take the form of detecting icing conditions or detecting early performance degradation caused by icing. Recovery from icing induced LOC requires flight crew or automated systems capable of accounting for reduced aircraft performance and degraded control authority during the recovery maneuvers. In this report we review the icing induced LOC accident mitigations defined in a recent LOC study and for each mitigation describe a research topic required to enable or strengthen the mitigation. Many of these research topics are already included in ongoing or planned NASA icing research activities or are being addressed by members of the icing research community. These research activities are described and the status of the ongoing or planned research to address the technology needs is discussed
Reehorst, Andrew L.↗
Automated Escape Guidance Algorithms for An Escape Vehicle
An escape vehicle was designed to provide an emergency evacuation for crew members living on a space station. For maximum escape capability, the escape vehicle needs to have the ability to safely evacuate a station in a contingency scenario such as an uncontrolled (e.g., tumbling) station. This emergency escape sequence will typically be divided into three events: The fust separation event (SEP1), the navigation reconstruction event, and the second separation event (SEP2). SEP1 is responsible for taking the spacecraft from its docking port to a distance greater than the maximum radius of the rotating station. The navigation reconstruction event takes place prior to the SEP2 event and establishes the orbital state to within the tolerance limits necessary for SEP2. The SEP2 event calculates and performs an avoidance burn to prevent station recontact during the next several orbits. This paper presents the tools and results for the whole separation sequence with an emphasis on the two separation events. The fust challenge includes collision avoidance during the escape sequence while the station is in an uncontrolled rotational state, with rotation rates of up to 2 degrees per second. The task of avoiding a collision may require the use of the Vehicle's de-orbit propulsion system for maximum thrust and minimum dwell time within the vicinity of the station vicinity. The thrust of the propulsion system is in a single direction, and can be controlled only by the attitude of the spacecraft. Escape algorithms based on a look-up table or analytical guidance can be implemented since the rotation rate and the angular momentum vector can be sensed onboard and a-priori knowledge of the position and relative orientation are available. In addition, crew intervention has been provided for in the event of unforeseen obstacles in the escape path. The purpose of the SEP2 burn is to avoid re-contact with the station over an extended period of time. Performing this maneuver properly requires knowledge of the orbital state, which is obtained during the navigation state reconstruction event. Since the direction of the delta-v of the SEPI maneuver is a random variable with respect to the Local Vertical Local Horizontal (LVLH) coordinate system, calculating the required SEP2 burn is a challenge. This problem was solved using a neural network as a model-free function approximation technique.
Flanary, Ronald↗