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NASA NTRS1978

Improved sonic-box computer program for calculating transonic aerodynamic loads on oscillating wings with thickness

A computer program was developed to account approximately for the effects of finite wing thickness in transonic potential flow over an oscillation wing of finite span. The program is based on the original sonic box computer program for planar wing which was extended to account for the effect of wing thickness. Computational efficiency and accuracy were improved and swept trailing edges were accounted for. Account for the nonuniform flow caused by finite thickness was made by application of the local linearization concept with appropriate coordinate transformation. A brief description of each computer routine and the applications of cubic spline and spline surface data fitting techniques used in the program are given, and the method of input was shown in detail. Sample calculations as well as a complete listing of the computer program listing are presented.

Ruo, S. Y.↗

NASA NTRS1984

Analytic modeling of a spray diffusion flame

A detailed model for a spray diffusion flame is described. The model is based on the boundary layer form of the equations of motion, with droplet transport accounted for using a discretized droplet size distribution function. Interphase transport of mass and energy are accounted for, with a flame-sheet model used to describe the combustion process on a droplet scale. Near dynamic equilibrium is assumed for the description of droplet transport; droplets can diffuse relative to the gas phase. Gas-phase mixing is accounted for using a two-equation turbulence model; buoyancy effects are included, with a temperature fluctuation equation used to account for buoyancy effects on turbulence structure. Thermal radiation from gas-phase CO2 and H2O is included. Gas-phase chemical kinetics are modeled using a 20-reaction, 10-species version of the advanced quasi-global chemical kinetics formulation. Results are compared with data for a vaporizing Freon spray and a pentane spray flame. It is shown that the computational approach provides a reasonably valid picture of the overall development of a spray diffusion flame, and, furthermore, provides a useful tool for the parametric examination of the spray combustion process.

Harsha, P. T.↗

NASA NTRS1989

Dust formation around M-type stars

IRAS LRS spectra of M Mira variable have shown variation in the appearance of the 9.7 micron silicate feature, which is correlated with the shape of light curve. The LRS spectra of 100 Mira variables have been studied using simple dust shell models containing mixtures of silicate and aluminum oxide dust grains. It has been shown that the aluminum oxide grains account for the observed broad feature around 12 microns and that the variation of the spectra can be interpreted in terms of the variation of the temperature at the inner boundary of silicate dust shell. It has been proposed that silicate mantle growth on aluminum oxide grains is a possible explanation for the results. In this report, the model spectra are calculated taking account of silicate mantle growth, and the physical parameters which may determine the appearance of the 9.7 micron feature in M Mira variables are investigated. In the model calculation it is assumed that aluminum oxide grains are already formed at the bottom of the circumstellar envelope because of their high condensation temperature. The growth of silicate mantle and the motion of gas and grains from r=r(sub 0), where the mantle growth starts, are investigated. Sticking and sputtering processes due to the relative motion of grain to the ambient gas are taken into account. The thermal velocity is assumed to be negligible to the drift velocity. Acceleration by radiation pressure is considered in the gas motion equation. The formal solution is integrated to obtain the emergent spectra. Physical conditions inside r(sub 0) are regarded as boundary conditions. Observed spectra are compared to model spectra to investigate the conditions at the bottom of circumstellar envelope. In modeling the envelope, a parameter C(sub l) is introduced to take account of the density fluctuation of the envelope phenomenologically.

Onaka, Takashi↗

NASA NTRS1995

Recent improvements to and validation of the one dimensional NASA wave rotor model

A numerical model has been developed at the NASA Lewis Research Center which can predict both the unsteady flow quantities within a wave rotor passage and the steady averaged flows in the ports. The model is based on the assumptions of one-dimensional, unsteady, perfect gas flow. The model assesses not only the dominant wave behavior, but the loss effects of finite passage opening time, leakage from the passage ends, viscosity, and heat transfer to and from the passages. The model operates in the rotor reference frame; however, until recently no account was made for the often significant effect of the rotor circumferential velocity component. The present model accounts for this by modifying the passage boundary conditions, allowing the internal computational scheme to remain the rotor reference frame, while quantities such as inlet duct stagnation properties may be specified in the fixed or absolute reference frame. Accurate modeling of this effect is critical to successful wave rotor analysis and design, particularly in off-design predictions where the flows in the inlet ducts are mismatched with the rotor passages and significant turning may take place (i.e., work is done on the gas). The relative simplicity of the model makes it useful for design and optimization, as well as analysis, of wave rotor cycles for many applications. This report, building on several earlier papers, describes the most recent modifications to the model. These include accounting for the relative/absolute transition at the passage boundaries and refinements to the viscous source term correlation which resulted from this accounting. Comparison of model predictions with measured data is then presented and discussed.

Paxson, Daniel E.↗

NASA NTRS1994

Landau damping of magnetospherically reflected whistlers

Unducted VLF signals produced by lightning activity can form a population of magnetospherically reflected (MR) whistlers in the inner magnetosphere. It has been suggested recently that in the absence of significant attenuation such waves could merge into a broadband continuum with sufficient intensity to account for plasmaspheric hiss. To test this conjecture we have evaluated the path-integrated attenuation of MR whistlers along representative ray paths using the HOTRAY code. Using a realistic plasma distribution modeled on in-situ data, we find that the majority of MR waves experience significant damping after a few transits across the equator. This is primarily due to Landau resonance with suprathermal (0.1-1 keV) electrons. The attenuation is most pronounced for waves that propagate through the outer plasmasphere; this can readily account for the infrequent occurrence of multiple-hop MR waves for L greater than or equal to 3.5. Selected waves that originate at intermediate latitudes (15 deg is less than or equal to lambda is less than or equal to 35 deg) and whose ray paths are confined to the inner plasma- sphere may experience up to 10 magnetospheric reflections before substantial attentuation occurs. These waves should form the population of observed MR waves. Wave attenuation becomes more pronounced at higher frequencies; this can account for the absence of multiple-hop waves above 5 kHz. Weakly attenuated MR waves tend to migrate outward to the L shell, where their frequency is comparable to the equatorial lower hybrid frequency. The enhanced concentration of waves due to a merging of ray paths would produce a spectral feature that rises in frequency at lower L. This is quite distinct from the reported properties of plasmaspheric hiss, which maintains a constant frequency band throughout the entire plasmasphere. Furthermore, in the absence of mode conversion, waves below 500 Hz, which often form an important if not dominant part of the spectral properties of hiss, are unable to escape from the topside ionosphere in the whistler mode. Consequently, we conclude that unducted lightning signals cannot account for the origin of plasmaspheric hiss.

Thorne, Richard M.↗

NASA NTRS1996

Uncertainties that flight crews and dispatchers must consider when calculating the fuel needed for a flight

In 1993, fuel accounted for approximately 15 percent of an airline's expenses. Fuel consumption increases as fuel reserves increase because of the added weight to the aircraft. Calculating fuel reserves is a function of Federal Aviation Regulations, airline company policy, and factors that impact or are impacted by fuel usage enroute. This research studied how pilots and dispatchers determined the fuel needed for a flight and identified areas where improvements in methods may yield measurable fuel savings by (1) listing the uncertainties that contribute to adding contingency fuel, (2) obtaining the pilots' and dispatchers' perspective on how often each uncertainty occurred, and (3) obtaining pilots' and dispatchers' perspective on the fuel used for each occurrence. This study found that for the majority of the time, pilots felt that dispatchers included enough fuel. As for the uncertainties that flight crews and dispatchers account for, air traffic control accounts for 28% and weather uncertainties account for 58 percent. If improvements can be made in these two areas, a great potential exists to decrease the reserve required, and therefore, fuel usage without jeopardizing safety.

Trujillo, Anna C.↗

NASA NTRS1999

Composite Fuselage Technology

Work was conducted over a ten-year period to address the central issue of damage in primary load-bearing aircraft composite structure, specifically fuselage structure. This included the three facets of damage resistance, damage tolerance, and damage arrest. Experimental, analytical, and numerical work was conducted in order to identify and better understand the mechanisms that control the structural behavior of fuselage structures in their response to the three aspects of damage. Furthermore, work was done to develop straightforward design methodologies that can be employed by structural designers in preliminary design stages to make intelligent choices concerning the material, layup, and structural configurations so that a more efficient structure with structural integrity can be designed and built. Considerable progress was made towards achieving these goals via this work. In regard to damage tolerance considerations, the following were identified as important effects: composite layup and associated orthotropy/structural anisotropy, specifics of initial local damage mechanisms, role of longitudinal versus hoop stress, and large deformation and associated geometric nonlinearity. Means were established to account for effects of radius and for the nonlinear response. In particular, nondimensional parameters were identified to characterize the importance of nonlinearity in the response of pressurized cylinders. This led to the establishment of a iso-nonlinear-error plot for reference in structural design. Finally, in the case of damage tolerance, the general approach of the original methodology to predict the failure pressure involving extending basic plate failure data by accounting for the local stress intensification was accomplished for the general case by accounting for the mechanisms noted by utilizing the capability of the STAGS finite element code and numerically calculating the local stress intensification for the particular configuration to be considered. For the issue of damage arrest, placement of and configuration of stiffeners (including stiffener curvature), and magnitude and orientation of principal strains due to local bending were found to be key considerations. Means were established to account for stiffener effectiveness quantitatively based on radius, slit size, stiffener curvature' and relative bending stifffiesses involved. Geometric nonlinearity was also found to play an - 24 - important role here. Furthermore, it was determined that damage propagation is controlled by different mechanisms (hoop stress versus flapping stress and the associated factors involved in each) depending upon the direction of damage propagation. This latter item results in an inability to scale these phenomena in one test due to the different factors involved. Finally, the importance of shell curvature and associated instability in response to transverse loading including impact were found to be important considerations in damage resistance. A technique, involving asymmetric meshing of a finite element mesh, was developed to predict this behavior and showed excellent correlation with experimental results. Further details of these ten years of work are presented herein with references made to the fourteen documents produced during this work where full details can be found. Implications of this work are discussed and recommendations made. Although it is clear that there is more work to be done to fully understand composite fuselage technology and specifically the overall issue of damage in primary load-bearing composite structures, important understanding and capability has been extended via this work.

Lagace, Paul A.↗

NASA NTRS2002

Impact of Mineral Aerosol on TOVS Temperature and Moisture Retrievals

Mineral aerosols can absorb significant radiation in the infrared spectrum. Consequently, there may be errors in TIROS Operational Vertical Sounder (TOVS) retrieved temperature and moisture profiles in regions of heavy dust loading. We first investigate the potential error in the temperature retrievals and secondly attempt to account for radiative effects of the dust in retrievals. Information on the dust concentrations and size distribution is from the Goddard Chemistry Aerosol Transport model (GOCART). Aerosol optical parameters are calculated from mie scattering theory assuming a composition of pure illite. We used the cloud-clearing DAO TOVS retrieval system of Joiner and Rokke (2000). It is incorporated into the Data Assimilation Office (DAO) Finite Volume Data Assimilation System (NDAS). The advantage of this approach is that the first guess temperature profile used in the TOVS retrieval are forecasted temperatures from the previous assimilated time period. The operational DAO fvDAS was run for 10 days during June 2001 during a period of dust outbreaks off the coast of Africa over the Atlantic. The observed minus the forecast (O-F) brightness temperature at each TOVS channel is a measure of the accuracy of the retrieval. Since there was no account of dust during this operational run, a dependence of O-F on the estimated atmospheric dust concentrations from GOCART indicates that the dust is contaminating the TOVS retrievals. Channels that measure the surface temperature, lower tropospheric temperature and moisture show this dependence. There are errors in the retrieved brightness temperature of a half a degree or more during heavy dust loading conditions. The forecasted brightness temperature is always greater than the observed value. The radiative transfer module used in the DAO TOVS retrieval system was modified to account for dust. We calculate the sensitivity of the brightness temperature of the TOVS channels to the dust concentrations in GOCART assuming pure illite. For most channels the observed relationship between O-F and dust concentrations in GOCART is consistent with these calculated sensitivities. The fvDAS run was repeated using the modified DAO TOVS retrieval system that accounts for dust. Preliminary results from this run show that there are significant effects on the retrieved surface temperature and tropospheric moisture.

Weaver, Clark↗

NASA NTRS2006

Are Ring Current Ions Lost in Electromagnetic Ion Cyclotron Wave Dispersion Relation?

Electromagnetic ion cyclotron (EMIC) waves are widely observed in the inner and outer magnetosphere, at geostationary orbit, at high latitudes along the plasmapause, and at the ionospheric altitudes. Interaction of the Ring Current (RC) ions and EMIC waves causes ion scattering into the loss cone and leads to decay of the RC, especially during the main phase of storms when the RC decay times of about one hour or less are observed. The oblique EMIC waves damp due to Landau resonance with the thermal plasmaspheric electrons, and subsequent transport of the dissipating wave energy into the ionosphere below causes an ionosphere temperature enhancement. Induced scattering of these waves by the plasmaspheric thermal ions leads to ion temperature enhancement, and forms a so-called hot zone near the plasmapause where the temperature of core plasma ions can reach tens of thousands of degrees. Relativistic electrons in the outer radiation belt also interact well with the EMIC waves, and during the main and/or recovery phases of the storms these electrons can easily be scattered into the loss cone over a time scale from several hours to a day. The plasma density distribution in the magnetosphere and the ion content play a critical role in EMIC wave generation and propagation, but the wave dispersion relation in the known RC-EMIC wave interaction models is assumed to be determined by the thermal plasma distribution only. In these models, the modification of the EMIC wave dispersion relation caused by the RC ions is not taken into account, and the RC ions are only treated as a source of free energy in order to generate EMIC waves. At the same time, the RC ions can dominate the thermal magnetospheric content in the night MLT sector at great L shells during the main and/or recovery storm phase. In this study, using our self-consistent RC-EMIC wave model [Khazanov et al., 2006], we simulate the May 1998 storm in order to quantify the global EMIC wave redistribution caused by taking into account the RC ions in the EMIC wave dispersion relation. The dramatic wave pattern redistribution is observed in the postdusk-predawn MLT sector (night sector) for L greater than 5. We found the intense EMIC waves (about a few nT) there during the main and early recovery phases of the storm. The observed wave generation in this sector is caused by taking into account the EMIC wave dispersion change due to the RC ions. There are no waves at these locations in our model if the RC ions are taken into account in the wave growth rate only, and the wave dispersion relation is only governed by the thermal plasmaspheric model.

Khazanov, G. V.↗

NASA NTRS2006

Effect of Ring Current Ions on Electromagnetic Ion Cyclotron Wave Dispersion Relation

Gamayunov, K. V.↗

NASA NTRS2007

The SMM Model as a Boundary Value Problem Using the Discrete Diffusion Equation

A generalized single step stepwise mutation model (SMM) is developed that takes into account an arbitrary initial state to a certain partial difference equation. This is solved in both the approximate continuum limit and the more exact discrete form. A time evolution model is developed for Y DNA or mtDNA that takes into account the reflective boundary modeling minimum microsatellite length and the original difference equation. A comparison is made between the more widely known continuum Gaussian model and a discrete model, which is based on modified Bessel functions of the first kind. A correction is made to the SMM model for the probability that two individuals are related that takes into account a reflecting boundary modeling minimum microsatellite length. This method is generalized to take into account the general n-step model and exact solutions are found. A new model is proposed for the step distribution.

Campbell, Joel↗

NASA NTRS2007

Financial Comparisons across Different Business Models in the Canadian Airline Industry

This paper examines the accounting and stock price performance of two Canadian airlines, WestJet and Air Canada, over a five year period, taking into account the aftermath of the systemic shock to the airline industry produced by the September 11, 2001 (9-11), terrorist attacks and subsequent events such as the 2002 SARS outbreak, the wars in Afghanistan and Iraq, and the accompanying rise in jet fuel prices. Our study focuses on the viability of low-cost versus conventional-cost business models in Canada under the current business environment and the ability of airlines to withstand and effectively respond to catastrophic industry events. Furthermore, we link the effectiveness of the airlines responses to these events to specific elements of their respective business models. We test our hypothesis through a case study. We focus on WestJet as a typical low-cost airline and compare its accounting and stock performance to Air Canada, a legacy carrier and rival in several business sectors. We find WestJet to be much less affected by catastrophic industry events. By decomposing each airline s return volatility, we observe that WestJet s systematic and unsystematic risk increased only slightly during the industry's post-9-11 turmoil when compared to Air Canada. In addition, we find that both WestJet s accounting and stock performance have been highly superior to those of Air Canada. We argue that WestJet s business model provides the firm with significantly more financial and operational flexibility than its legacy rival, Air Canada. WestJet's lower operating costs, high consumer trust, product offering, corporate structure, workforce and work practices, as well as operational procedures are all factors that appear to contribute to its relative success.

Flouris, Triant↗

NASA NTRS2019

Composites for Advanced Drive Systems, A Systems Analysis-Revolutionary Vertical Lift Technology (RVLT)

Rotorcraft propulsion systems are continually looking to improve power density; that is reducing weight and increasing power throughput. In order to advance rotorcraft propulsion system technology, NASA Glenn Research Center (NGRC) contracted Boeing Vertical Lift (Contract #NNA15AB12B, Task Order NNA16BE07T) to perform system level benefit assessments for incorporation of composite materials into rotorcraft transmission gear and shaft systems, in the rotating frame. In general, the environment inside a typical rotorcraft transmission is aggressive for typical composite materials. Design challenges in the rotating frame and related safety risks must be understood and accounted for in the design. Boeing developed a technical approach that evaluated a relatively large population of rotorcraft main transmissions. This technical approach took rotorcraft from various size classes and configurations and applied parametric weight estimating principles to assess the performance impact of composite hybrid technologies inside transmissions, in the rotating frame. Parametric weight estimates showed that composite hybrid technologies account for an average 9% weight savings over the baseline transmissions. More weight savings may be observed when accounting for quantity of transmissions in an aircraft configuration and benefits to airframe, landing gear, and fuel systems. A weight reduction of 595 lbs was calculated for NASA's Large Civil Tilt Rotor (LCTR2) by utilizing composite hybrid components inside the Prop-Rotor Transmission in the rotating frame and accounting for design changes to the airframe, landing gear, and fuel system. In order to develop composite hybrid technologies, sub-scale and full-scale testing should continue, building on the work that NGRC has begun. Design and testing efforts should focus on technical challenges, such as joint and attachment interfaces, temperature effects, inspection procedures, and fault detection. It is recommended to address technical challenges with targeted research and development efforts, conducted at relevant scale, prior to incorporating composite hybrid technologies within the rotating frame of helicopter transmissions.

Darmstadt, Patrick R.↗

NASA NTRSDate not supplied

Flutter Analysis of the Transonic Truss-Braced Wing Aircraft Using Transonic Correction

This paper describes a flutter analysis method for the Transonic Truss-Braced Wing aircraft using a vortex lattice method coupled to an unsteady transonic correction method to account for unsteady aerodynamics in transonic flow. A steady-state vortex-lattice model of the Truss-Braced Wing aircraft is developed using vortex lattice code VSPAERO. A transonic and viscous flow correction method is implemented in the VSPAERO model to account for steady-state transonic and viscous flow effects using transonic small disturbance code TSFOIL coupled to an in-house integral boundary layer code. In addition, a wing-strut interference correction method is developed to account for the transonic interference aerodynamics in the strut juncture region using high-fidelity CFD code FUN3D. A structural dynamic finite-element model of the Truss-Braced Wing aircraft is developed using BEAM3D in-house finite-element code and is coupled to the VSPAERO. The BEAM3D model includes a geometric nonlinearity due to the tension in the strut which causes a deflection-dependent nonlinear stiffness. An unsteady transonic correction method is developed to better capture the unsteady aerodynamics in transonic flow. The unsteady transonic correction method makes use of the Theodorsen’s theory to account for the amplitude and phase shift of the unsteady lift coefficient in transonic flow. A preliminary flutter analysis of the Truss-Braced Wing aircraft is conduct to illustrate the unsteady transonic correction approach.

Nhan Nguyen↗

NASA NTRSDate not supplied

A comparison between CERES TOA Radiative Fluxes and Airborne Radiative Flux Measurements from ARISE

Uncertainty in top-of-atmosphere (TOA) radiation fluxes observations are larger in the Arctic than in other regions. These uncertainties are due to the low sun angles and the highly reflective, anisotropic, and heterogeneous surface conditions. Quantifying, attributing, and reducing Arctic TOA radiative flux uncertainty enables a better understanding of the rapidly changing Arctic. To advance this goal, we compare the Cloud and Earth’s Radiant Energy System (CERES) TOA radiative fluxes with Arctic Radiation-IceBridge Sea and Ice Experiment (ARISE) campaign measurements collected in September 2014. We compare CERES TOA and aircraft radiative flux measurements using two complementary approaches: grid box average fluxes and instantaneously matched footprints. The grid box mean flux comparison indicates an agreement between CERES and aircraft measurements within 2σ uncertainty (calibration and inversion) in the longwave for all five grid boxes and for four-of-five grid boxes in the shortwave; shortwave and longwave mean differences are -7.9 and +2.3 Wm 2, respectively. The comparison of 36 40 instantaneously matched footprints with aircraft measurements reveals mean differences of -120.25 and -1.00.4 Wm 2 in the shortwave and longwave, respectively. To further explore the persistent negative difference in the shortwave, Wwe further quantify the effects of temporal and spatial sampling differences, angular distribution models, and scene identification to CERES-aircraft differences. Our analysis indicates that sampling differences (including scene evolution) account for an additional 1.8 and 1.7% uncertainty in the shortwave and longwave, respectively and , but indicates no bias. After accounting for this sampling uncertainty, all CERES-aircraft grid box mean fluxes agree within 2σ uncertainty. Scene identification errors due to sea ice concentration data set differences exhibit no bias in the shortwave flux difference and indicate the possibility of substantial differences in the CERES fluxes in specific cases with large spatial heterogeneity. Considering the instantaneously matched footprints, we find that the angular distribution models account may account for up to 7.3 Wm-2 of the persistent CERES-aircraft shortwave flux difference due to systematic differences in the anisotropy for sea ice partly cloudy scenes. Additional analysis using a special programmable scan model with the CERES FM2 instrument suggests a significant view zenith angle dependence of the CERES fluxes for sea ice partly cloudy scenes where shortwave fluxes systematically decrease with increasing view zenith angle; no dependence is found for other scene types. We conclude that (1) spatial heterogeneity and scene temporal evolution substantially limit our ability to use aircraft measurements to place strong constraints on CERES TOA fluxes and (2) that the representation of anisotropy in sea ice partly cloudy scenes is likely a significant factor contributing to the persistent negative CERES-aircraft shortwave flux difference in this comparison and require additional data to analysis fully quantify the potential bias.

Patrick C. Taylor↗

NASA NTRSDate not supplied

Radiative Flux Measurements from ARISE: A Comparison with CERES Top-of-Atmosphere Radiative Fluxes

Uncertainty in top-of-atmosphere (TOA) radiation fluxes observations are larger in the Arctic than in other regions. These uncertainties are due to the low sun angles and the highly reflective, anisotropic, and heterogeneous surface conditions. Quantifying, attributing, and reducing Arctic TOA radiative flux uncertainty enables a better understanding of the rapidly changing Arctic. To advance this goal, we compare the Cloud and Earth’s Radiant Energy System (CERES) TOA radiative fluxes with Arctic Radiation-IceBridge Sea and Ice Experiment (ARISE) campaign measurements collected in September 2014. We compare CERES TOA and aircraft radiative flux measurements using two complementary approaches: grid box average fluxes and instantaneously matched footprints. The grid box mean flux comparison indicates an agreement between CERES and aircraft measurements within 2 uncertainty (calibration and inversion) in the longwave for all five grid boxes and for four-of-five grid boxes in the shortwave; shortwave and longwave mean differences are -7.9 and +2.3 Wm‑2, respectively. The comparison of 36 instantaneously matched footprints with aircraft measurements reveals mean differences of -10.5 and 0.4 Wm‑2 in the shortwave and longwave, respectively. To further explore the persistent negative difference in the shortwave, we further quantify the effects of temporal and spatial sampling differences, angular distribution models, and scene identification to CERES-aircraft differences. Our analysis indicates that sampling differences (including scene evolution) account for an additional 1.8 and 1.7% uncertainty in the shortwave and longwave, respectively and indicates no bias. After accounting for this sampling uncertainty, all CERES-aircraft grid box mean fluxes agree within 2 uncertainty. Scene identification errors due to sea ice concentration data set differences exhibit no bias in the shortwave flux difference and indicate the possibility of substantial differences in the CERES fluxes in specific cases with large spatial heterogeneity. Considering the instantaneously matched footprints, we find that the angular distribution models account may account for up to ‑7.3 Wm-2 of the persistent CERES-aircraft shortwave flux difference due to systematic differences in the anisotropy for sea ice partly cloudy scenes. Additional analysis using a special scan model with the CERES FM2 instrument suggests a significant view zenith angle dependence of the CERES fluxes for sea ice partly cloudy scenes where shortwave fluxes systematically decrease with increasing view zenith angle; no dependence is found for other scene types. We conclude that (1) spatial heterogeneity and scene temporal evolution substantially limit our ability to use aircraft measurements to place strong constraints on CERES TOA fluxes and (2) that the representation of anisotropy in sea ice partly cloudy scenes is a significant factor contributing to the persistent negative CERES-aircraft shortwave flux difference in this comparison and require additional data to analysis fully quantify the potential bias.

Patrick C Taylor↗

NASA NTRS2023

Analysis of Strategic Conflict Management Approaches as Applied to Simulated UAM Operations

This report presents the results of a comparison analysis of candidate Strategic Conflict Management (SCM) strategies as applied to Urban Air Mobility (UAM) operations. The SCM strategies investigated included: no SCM, resource scheduling (RS), resource flow rates (FR), area-based flow rates (AR), and conflict detection and resolution (CR). The study evaluated each strategy against the same 3 levels of flight demand in a representative airspace construct for the Dallas/Fort Worth region. The study also accounted for different levels of uncertainty in operational planning and equivalent levels of trajectory following error. In the analysis, we compared the SCM strategies’ effectiveness in reducing the need for the tactical conflict management layer to act and looked at the metrics of unmitigated losses-of-separation (LOS), flight delays imposed by strategic planning, and throughput of the overall airspace. The study results indicated that the CR strategy was the most effective at reducing LOS and percentage of flights with LOS, even in the presence of trajectory error when uncertainty is accounted for in planning. Thus, if the objective is to reduce the number of actions that the tactical conflict management layer will have to take, in terms of conflicts that may need to be resolved, CR is the strategy to use. The FR strategy was found to be the worst at reducing LOS and percentage of flights with LOS. Thus, it is not very effective at reducing the actions required by a tactical conflict management layer. In the airspace tested, the demand was high enough to produce unacceptable levels of flight delay and reductions of throughput when the SCM strategies were implemented. This was especially evident at the higher levels of trajectory uncertainty and error. The need to account for expected levels of uncertainty becomes more and more important as the demand level increases and as the level of trajectory error increases. This is because the likelihood of flights with LOS increases as the density of operations increases and as the level of trajectory error increases. Accounting for uncertainty in the SCM strategies improves the strategy effectiveness with respect to LOS but increases delays and reduces throughput. Thus, there is a tradeoff between scalability and allowable levels of uncertainty. That is, we can implement an air traffic management construct that allows high levels of uncertainty, but we can expect that same system to have limits on scalability that may be evident even at small demand levels, such as those used in this study. Therefore, the results in this study indicate that an air traffic system should attempt to implement mechanisms appropriate for reducing uncertainty where possible in order to increase the chances for scalability. And this increased level of predictability of operations needs to be balanced with mechanisms for ensuring flexibility when operational conditions and plans need to change, even though those types of changes should be the exception rather than the rule under normal conditions. The study also introduced a trade space that could serve as a mechanism for selecting the appropriate SCM strategy in a trade-off between uncertainty and error, mean flight delay, and the LOS metrics (which this study equates to the potential for tactical conflict management actions). The optimal solution for a given airspace, demand level, and other factors, could likely be a combination of SCM strategies, although this study only compared the use of a single SCM strategy at a time. The CR strategy appeared to have the best opportunity for scalability by limiting the number of potential tactical actions to nearly zero.

Strategic Conflict Management↗

NASA NTRSDate not supplied

Applications of NASA’s LANCE Earth Observations for Ecosystem Assessments

As one of NASA's open and free data systems, NASA's Land, Atmosphere Near real-time Capability for EOS (LANCE) provides a wide range of near real-time, low latency and expedited data products from NASA and other earth science satellite missions to support users in their understanding of the value and distribution of ecosystem services. LANCE data can support the System of Environmental Economic Accounting-Ecosystem Accounting (SEEA-EA) framework by both facilitating the creation of ecosystem spatial extent and condition accounts, as well as the quantification and mapping of ecosystem services, much more quickly than routine data processing allows. During the past 13 years, LANCE near real-time satellite data products (e.g., surface reflectance, albedo, vegetation height, thermal anomalies, soil moisture, snow cover etc.) have been used to produce ecosystem-related indicators such as vegetation indexes, biomass, land cover maps, fire, and flood products. These ecosystem-related indicators can be integrated into ecosystem services models, tools, and platforms to monitor land cover and land use changes in ecosystem composition in support of land and natural resource management. When using ecosystem services accounts in decision-making, low latency is essential because having up-to-date information can be critical to support decisions being made. With adequate spatial resolution, long time series length, and low latency data products, LANCE would promote the sustainable use of land and natural resources.

Tian Yao↗