Search NASA⌕ Search

SEARCH · Search NASA

Results for “Constrained transport”

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

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 127 records · Page 7

What We've Learned from Approximately 12 Years of MISR Aerosol Observations

The NASA Earth Observing System's Multi-angle Imaging SpectroRadiometer (MISR) has been imaging the planet about once per week for nearly 12 years. These data contain a wealth of information about the current state, as well as the variability of Earth's surface and atmosphere. For airborne particles specifically, horizontal distributions of aerosol optical depth, aerosol type, and near-source aerosol plume height are now routinely derived. The results are being applied to a wide range of problems, from constraining aerosol direct radiative forcing of climate and assessing its seasonal and secular trends, to material transports of smoke and dust, to mapping volcanic ash plumes and near-surface aerosol pollution. The value of these data is multiplied many times by combining it with data from other sources, and using the aggregate to constrain models. This talk will summarize the latest developments, and will also discuss current work aimed at making further advancements in these areas.

Kahn, Ralph↗

NASA Noise Reduction Program for Advanced Subsonic Transports

Aircraft noise is an important byproduct of the world's air transportation system. Because of growing public interest and sensitivity to noise, noise reduction technology is becoming increasingly important to the unconstrained growth and utilization of the air transportation system. Unless noise technology keeps pace with public demands, noise restrictions at the international, national and/or local levels may unduly constrain the growth and capacity of the system to serve the public. In recognition of the importance of noise technology to the future of air transportation as well as the viability and competitiveness of the aircraft that operate within the system, NASA, the FAA and the industry have developed noise reduction technology programs having application to virtually all classes of subsonic and supersonic aircraft envisioned to operate far into the 21st century. The purpose of this paper is to describe the scope and focus of the Advanced Subsonic Technology Noise Reduction program with emphasis on the advanced technologies that form the foundation of the program.

Stephens, David G.↗

Cloud-radiative effects on implied oceanic energy transport as simulated by atmospheric general circulation models

This paper summarizes the ocean surface net energy flux simulated by fifteen atmospheric general circulation models constrained by realistically-varying sea surface temperatures and sea ice as part of the Atmospheric Model Intercomparison Project. In general, the simulated energy fluxes are within the very large observational uncertainties. However, the annual mean oceanic meridional heat transport that would be required to balance the simulated surface fluxes is shown to be critically sensitive to the radiative effects of clouds, to the extent that even the sign of the Southern Hemisphere ocean heat transport can be affected by the errors in simulated cloud-radiation interactions. It is suggested that improved treatment of cloud radiative effects should help in the development of coupled atmosphere-ocean general circulation models.

Gleckler, P. J.↗

An Observationally Constrained Evaluation of the Oxidative Capacity in the Tropical Western Pacific Troposphere

Hydroxyl radical (OH) is the main daytime oxidant in the troposphere and determines the atmospheric lifetimes of many compounds. We use aircraft measurements of O3, H2O, NO, and other species from the Convective Transport of Active Species in the Tropics (CONTRAST) field campaign, which occurred in the tropical western Pacific (TWP) during January-February 2014, to constrain a photochemical box model and estimate concentrations of OH throughout the troposphere. We find that tropospheric column OH (OHCOL) inferred from CONTRAST observations is 12 to 40% higher than found in chemical transport models (CTMs), including CAM-chem-SD run with 2014 meteorology as well as eight models that participated in POLMIP (2008 meteorology). Part of this discrepancy is due to a clear-sky sampling bias that affects CONTRAST observations; accounting for this bias and also for a small difference in chemical mechanism results in our empirically based value of OHCOL being 0 to 20% larger than found within global models. While these global models simulate observed O3 reasonably well, they underestimate NOx (NO +NO2) by a factor of 2, resulting in OHCOL approx.30% lower than box model simulations constrained by observed NO. Underestimations by CTMs of observed CH3CHO throughout the troposphere and of HCHO in the upper troposphere further contribute to differences between our constrained estimates of OH and those calculated by CTMs. Finally, our calculations do not support the prior suggestion of the existence of a tropospheric OH minimum in the TWP, because during January-February 2014 observed levels of O3 and NO were considerably larger than previously reported values in the TWP.

Hydroxyl radical↗

Propulsive effects due to flight through turbulence

A simple and straightforward analysis is presented for evaluating the approximate magnitude of the propulsive effect for various types of airplane (soaring glider, light airplane, fighter, and transport). The airplane, subject to vertical gust disturbances, is assumed to be constrained to fly at constant airspeed and constant pitch angle. Changes in the magnitude and direction of the lift vector are taken into account. It is shown that the thrust effects due to turbulence vary as the square of the turbulence intensity and are quite small for moderate turbulence. Only for rather severe turbulence are the effects large enough to be given any consideration. The thrust coefficient is 10-20% of the drag coefficient of a soaring glider.

Phillips, W. H.↗

Constrained optimum trajectories with specified range

The characteristics of optimum fixed-range trajectories whose structure is constrained to climb, steady cruise, and descent segments are derived by application of optimal control theory. The performance function consists of the sum of fuel and time costs, referred to as direct operating costs (DOC). The state variable is range-to-go and the independent variable is energy. In this formulation a cruise segment always occurs at the optimum cruise energy for sufficiently large range. At short ranges (500 n. mi. and less) a cruise segment may also occur below the optimum cruise energy. The existence of such a cruise segment depends primarily on the fuel flow vs thrust characteristics and on thrust constraints. If thrust is a free control variable along with airspeed, it is shown that such cruise segments will not generally occur. If thrust is constrained to some maximum value in climb and to some minimum in descent, such cruise segments generally will occur. The performance difference between free thrust and constrained thrust trajectories has been determined in computer calculations for an example transport aircraft.

Erzberger, H.↗

The impact of comet Shoemaker-Levy 9 on the Jovian magnetosphere

By the time of the impact of comet P/Shoemaker-Levy 9 with Jupiter, the freshly-broken surfaces of the accompanying rubble will have been outgassing for about two years, and will have produced an expanding and co-moving cloud of gas hundreds of R(sub J) across. Much of this gas, escaping from the cometary fragments at low (equal to or less than 1 km/s) speed, will arrive in the Jovian magnetopshere contemporaneously with the comet and drift through the magnetosphere. This gas, as it is photoionized, will be picked up primarily in the outer magnetosphere and the resulting high-energy ions should intensify magnetospheric processes, such as Io plasma torus and auroral emissions, that are thought to be powered by outer magnetospheric mass loading. If the composition of the comet is similar to that of P/Halley, the power available from mass loading should be comparable to that driving the aurora (10(exp 14) W) and at least an order of magnitude larger than that exciting the plasma torus for several weeks or months. Measurement of these emissions during and after the cometary encounter may constrain the mechanisms for energization of magnetospheric charged particle populations and magnetospheric transport processes.

Herbert, Floyd↗

Modeling of Isotope Fractionation in Stratospheric CO2, N2O, CH4, and O3: Investigations of Stratospheric Chemistry and Transport, Stratosphere-Troposphere Exchange, and Their Influence on Global Isotope Budgets

Until recently, the stable isotopic composition of chemically and datively important stratospheric species, such as ozone (O3), carbon dioxide (CO2), nitrous oxide (N2O), and methane (CH4), was largely unexplored, despite indications from the few measurements available and theoretical studies that global-scale isotopic variations will provide a unique tool for quantifying rates of global-scale mass transport into, within, and out of the stratosphere and for understanding the mechanisms of chemical reactions involved in ozone production. The number and geographical extent of observations are beginning to increase rapidly, however, as access to the stratosphere, both directly and by remote-sensing, has increased over the last 10 years and as new analytical techniques have been developed that make global-scale isotope measurements by whole-air sampling more feasible. The objective of this study, begun in April 1999, is to incorporate into the Livermore 2D model the likely photochemical fractionation processes that determine the isotopic compositions of stratospheric CO2, N2O, CH4, and O3, and to use the model results and new observations from NASA field campaigns in 1996 and 1997 to investigate stratospheric chemistry and mass transport. Additionally, since isotopic signatures from the stratosphere are transferred to the troposphere by downward transport at middle and high latitudes, the isotopic compositions may also serve as sensitive tracers of stratosphere-totroposphere transport. Comparisons of model results with stratospheric and upper tropospheric observations from these campaigns, as well as with ground-based observations from new NOAA and NSF-sponsored studies, will help determine whether the magnitudes of the stratospheric fractionation processes are large enough to use as global-scale tracers of transport into the troposphere and, if so, will be used to help constrain the degree of coupling between the troposphere and the stratosphere.

Boering, Kristie A.↗

Deducing Wild 2 Components with a Statistical Dataset of Olivine in Chondrite Matrix

Introduction: A preliminary exam of the Wild 2 olivine yielded a major element distribution that is strikingly similar to those for aqueously altered carbonaceous chondrites (CI, CM, and CR) [1], in which FeO-rich olivine is preferentially altered. With evidence lacking for large-scale alteration in Wild 2, the mechanism for this apparent selectivity is poorly understood. We use a statistical approach to explain this distribution in terms of relative contributions from different chondrite forming regions. Samples and Analyses: We have made a particular effort to obtain the best possible analyses of both major and minor elements in Wild 2 olivine and the 5-30 micrometer population in chondrite matrix. Previous studies of chondrite matrix either include larger isolated grains (not found in the Wild 2 collection) or lack minor element abundances. To overcome this gap in the existing data, we have now compiled greater than 10(exp 3) EPMA analyses of matrix olivine in CI, CM, CR, CH, Kakangari, C2-ungrouped, and the least equilibrated CO, CV, LL, and EH chondrites. Also, we are acquiring TEM/EDXS analyses of the Wild 2 olivine with 500s count times, to reduce relative errors of minor elements with respect to those otherwise available. Results: Using our Wild 2 analyses and those from [2], the revised major element distribution is more similar to anhydrous IDPs than previous results, which were based on more limited statistics (see figure below). However, a large frequency peak at Fa(sub 0-1) still persists. All but one of these grains has no detectable Cr, which is dissimilar to the Fa(sub 0-1) found in the CI and CM matrices. In fact, Fa(sub 0-1) with strongly depleted Cr content is a composition that appears to be unique to Kakangari and enstatite (highly reduced) chondrites. We also note the paucity of Fa(sub greater than 58), which would typically indicate crystallization in a more oxidizing environment [3]. We conclude that, relative to the bulk of anhydrous IDPs, Wild 2 may have received a larger contribution from the Kakangari and/or enstatite chondrite forming regions. Alternatively, Wild 2 may have undergone accretion in an anomalously reducing region, marked by nebular condensation of this atypical forsterite. In [4], a similar conclusion was reached with an Fe-XANES study. We will also use similar lines of reasoning, and our previous conclusions in [5], to constrain the relative contributions of silicates that appear to have been radially transported from different ordinary and carbonaceous chondrite forming regions to the Kuiper Belt. In addition, the widespread depletion of Cr in these FeO-rich (Fa(sub greater than 20)) fragments is consistent with mild thermal metamorphism in Wild 2.

Frank, D. R.↗

Desert Dust Properties, Modelling, and Monitoring

This paper is just the three-page introduction to a Special Issue of Advances in Meteorology focusing on desert dust. It provides a paragraph each on 13 accepted papers, most relating to the used of satellite data to assess attributes or distribution of airborne desert dust. As guest Associate Editors of this issue, we organized the papers into a systematic whole, beginning with large-scale transport and seasonal behavior, then to regional dust transport, transport history, and climate impacts, first in the Mediterranean region, then India and central Asia, and finally focusing on transport model assessment and the use of lidar as a technique to constrain dust spatial-temporal distribution.

Kaskaoutis, Dimitris G.↗

Precision Departure Release Capability (PDRC) Technology Description

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Technology Description. Companion papers include the Final Report and a Concept of Operations.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Concept of Operations

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demandcapacity imbalances. When demand exceeds capacity Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in DallasFort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Concept of Operations. Companion papers include the Final Report and a Technology Description. ? SUBJECT:

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Final Report

After takeoff, aircraft must merge into en route (Center) airspace traffic flows that may be subject to constraints that create localized demand/capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool, based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas/Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents research results from the PDRC research activity. Companion papers present the Concept of Operations and a Technology Description.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC): NASA to FAA Research Transition

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations.

ATM↗

Satellite Constraints on the Latitudinal Distribution and Temperature Sensitivity of Wetland Methane Emissions

Wetland methane (CH4) emissions comprise about one-third of the global CH4 source. The latitudinal distribution and climate sensitivity of wetland CH4 fluxes are the key determinants of the global CH4-climate feedback. However, large differences exist between bottom-up estimates, informed by ground-based flux measurements, and top-down estimates derived from spaceborne total column CH4. Despite the extensive coverage of satellite CH4 concentration observations, challenges remain with using top-down estimates to test bottom-up models, mainly because of the uncertainties in the satellite retrievals, the model representation errors, the variable prior emissions, and the confounding role of the posterior error covariance structures. Here, we use satellite-based top-down CH4 flux estimates (2010–2012) to test and refine 42 bottom-up estimates of wetland emissions that use a range of hypothesized wetland extents and process controls. Our comparison between bottom-up models and satellite-based fluxes innovatively accounts for cross-correlations and spatial uncertainties typically found in top-down inverse estimates, such that only the information from satellite observations and the atmospheric transport model is kept as a constraint. We present a satellite-constrained wetland CH4 ensemble product derived from assembling the highest-performance bottom-up models, which estimates global wetland CH4 emissions of 148 (117–189, 5th–95th percentile) Tg CH4 yr−1. We find that tropical wetland emissions contribute 72% (63%–85%) to the global wetland total. We also find that a lower-than-expected temperature sensitivity agrees better with atmospheric CH4 measurements. Overall, our approach demonstrates the potential for using satellites to quantitatively refine bottom-up wetland CH4 emission estimates, their latitudinal distributions, and their sensitivity to climate.

wetland ch4↗

Scatter-free collimated convection and cosmic-ray transport at 1 AU

Observations of solar cosmic rays between 0.1 MeV and 1 GeV are more consistent with scatter-free than diffusive propagation near 1 AU. Since these particles also are constrained to interplanetary magnetic field lines, the parallel and transverse flow are decoupled by collimated convection. Local propagation is therefore more appropriately described by Liouville's equation, and transport properties can be examined from the exact zeroeth and first moments of the equation averaged over all directions in momentum space. Observational results which may be explained directly without invoking local scattering include the decay of solar flare events as well as the radial gradient, diurnal and semidiurnal variation of galactic cosmic rays.

Roelof, E. C.↗

A model of the spatial and temporal variation of the Uranus thermal structure

Seasonal variability of the temperature structure of Uranus is modeled for all latitudes in the .0004 to 2 bar pressure range in anticipation of the Voyager encounter in January 1986. Atmospheric heating in the model results on the one hand from an internal heat source and, on the other hand, from absorption of solar energy by methane and by non-conservative aerosols located between the 0.5 and 2 bar levels. Various cases for the behavior of the internal heat flux are investigated, such as constant with latitude or constrained to yield a time-averaged thermal emission independent of latitude. Meridional transport of heat in the stably stratified atmosphere is not taken into account. The results indicate that the Voyager encounter time, very small north-south temperature asymmetry should be expected. Moreover, the northern hemisphere, although not illuminated, should emit as much energy (within one percent) as the southern hemisphere at this date. At a given latitude, extreme temperatures are reached at the equinoxes. At the poles, seasonal amplitudes of about 10 K in the upper stratosphere and 6 K at the 0.6 bar level are predicted, and the variation with time of the emission to space is found to be at most 20 percent. The atmosphere of Uranus appears to be characterized by very long radiative response times (mainly due to its cold temperature) which inhibit the large seasonal variations that one could otherwise expect in view of the high obliquity of the planet and its long orbital period.

Bezard, B.↗

Dual arm coordination and control

A generalized master/slave technique and experimental results for coordinated control of two arms rigidly grasping an object is described. An interactive program has been developed to allow a user the flexibility to select appropriate control modes for a given experiment. This interface allows for control gain adjustments. The results of several experiments performed on this system to demonstrate its capabilities such as transporting an object with or without induced internal forces and movement of a constrained object are offered. The system is further developed to achieve a so-called shared control mode in which an operator specifies the free motion trajectory for a point on the object of manipulation via a joystick while the autonomous control system is used for coordination and control of the arms.

Hayati, Samad↗