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Computer program for retrieving stored data and determining variations in launch vehicle performance as function of mission and vehicle parameters
Weak-measurement-based experiments (Kocsis et al., 2011) have shown that, at least for pure states, the average evolution of independent photons in Young’s two-slit experiment is in compliance with the trajectories prescribed by the Bohmian formulation of quantum mechanics. But, what happens if the same experiment is repeated assuming that the wave function associated with each particle is different, i.e., in the case of mixed (incoherent) states? This question is investigated here by means of two alternative numerical simulations of Young’s experiment, purposely devised to be easily implemented and tested in the laboratory. Contrary to what could be expected a priori, it is found that even for conditions of maximal mixedness or incoherence (total lack of interference fringes), experimental data will render a puzzling and challenging outcome: the average particle trajectories will still display features analogous to those for pure states, i.e., independently of how mixedness arises, the associated dynamics is influenced by both slits at the same time. Physically this simply means that weak measurements are not able to discriminate how mixedness arises in the experiment, since they only provide information about the averaged system dynamics. - Highlights: • The dynamics associated with mixture states in investigated by means of two simple Young’s two-slit models. • The models are prepared to be easily implemented and tested in the laboratory by means of weak measurements. • Bohmian mechanics has been generalized to encompass statistical mixtures. • Even for conditions of maximal mixedness numerical simulations show that the dynamics is strongly influenced by both slits. • Accordingly, weak measurements are unable to discriminate how mixedness arises in an experiment.
A new methodology is developed to simulate unsteady flows about prescribed and aerodynamically determined moving boundary problems. The method couples the fluid dynamics and rigid-body dynamics equations to capture the time-dependent interference between stationary and moving boundaries. The unsteady, compressible, inviscid (Euler) equations are solved on dynamic, unstructured grids by an explicit, finite-volume, upwind method. For efficiency, the grid adaptation is performed within a window around the moving object. The Eulerian equations of the rigid-body dynamics are solved by a Runge-Kutta method in a non-inertial frame of reference. The two-dimensional flow solver is validated by computing the flow past a sinusoidally-pitching airfoil and comparing these results with the experimental data. The overall methodology is used for two two-dimensional examples: the flow past an airfoil which is performing a three-degrees-of-freedom motion in a transonic freestream, and the free-fall of a store after separation from a wing-section. Then the unstructured mesh methodology is extended to three-dimensions to simulate unsteady flow past bodies in relative motion, where the trajectory is determined from the instantaneous aerodynamics. The flow solver and the adaptation scheme in three dimensions are validated by simulating the transonic, unsteady flow around a wing undergoing a forced, periodic, pitching motion, and comparing the results with the experimental data. To validate the trajectory code, the six-degrees-of-freedom motion of a store separating from a wing was computed using the experimentally determined force and moment fields, then comparing with an independently generated trajectory. Finally, the overall methodology was demonstrated by simulating the unsteady flowfield and the trajectory of a store dropped from a wing. The methodology, its computational cost notwithstanding, has proven to be accurate, automated, easy for dynamic gridding, and relatively efficient for the required man-hours.
The misalignment of the solar rotation axis and the magnetic axis of the Sun produces a periodic reversal of the Parker spiral magnetic field and the sectored solar wind. The compression of the sectors is expected to lead to reconnection in the heliosheath (HS). We present particle-in-cell simulations of the sectored HS that reflect the plasma environment along the Voyager 1 and 2 trajectories, specifically including unequal positive and negative azimuthal magnetic flux as seen in the Voyager data. Reconnection proceeds on individual current sheets until islands on adjacent current layers merge. At late time, bands of the dominant flux survive, separated by bands of deep magnetic field depletion. The ambient plasma pressure supports the strong magnetic pressure variation so that pressure is anticorrelated with magnetic field strength. There is little variation in the magnetic field direction across the boundaries of the magnetic depressions. At irregular intervals within the magnetic depressions are long-lived pairs of magnetic islands where the magnetic field direction reverses so that spacecraft data would reveal sharp magnetic field depressions with only occasional crossings with jumps in magnetic field direction. This is typical of the magnetic field data from the Voyager spacecraft. Voyager 2 data reveal that fluctuations in the density and magnetic field strength are anticorrelated in the sector zone, as expected from reconnection, but not in unipolar regions. The consequence of the annihilation of subdominant flux is a sharp reduction in the number of sectors and a loss in magnetic flux, as documented from the Voyager 1 magnetic field and flow data.
The ability to meet a controlled time of arrival during a continuous descent operation will enable environmentally friendly and fuel efficient descent operations while simultaneously maintaining airport throughput. However, if the wind forecast used to compute the initial trajectory plan is not accurate enough, the guidance system will need to correct time deviations from the plan during the execution of the descent. Previous work proposed an on-board guidance strategy based on model predictive control, which repeatedly updates the trajectory plan in real-time from the current aircraft state and for the remainder of the descent. However, the wind conditions downstream, at altitudes not explored yet, were difficult to predict due to the lack of data. This paper shows the potential benefits of using wind observations, broadcast by nearby aircraft, to reconstruct the wind profile downstream. The wind profile in the trajectory optimization problem is modeled as a spline, which control points are updated to fit the observations before re-planning the trajectory. Results from simulations using realistic wind data show that the performance of model predictive control significantly improves when including up-to-date wind observations, in terms of time and energy errors at the metering fix and fuel consumption.
Visualization tools are being developed to meet the challenges of mission planning and data analysis presented by the International Solar-Terrestrial Physics (ISTP) program. ISTP encompasses a large number of spacecraft, multiple ground-based observatories, and several theoretical investigations, with the goal of understanding the global behavior of the solar wind/magnetosphere/ionosphere system. The tools include three-dimensional displays of key boundaries in geospace along with spacecraft trajectories, which can be animated and synchronized to universal time. Magnetic field models and MHD simulation results can be invoked to reveal the magnetic topology or to identify magnetic conjunctions between spacecraft and/or ground-based facilities. Simultaneous displays of satellite trajectories, spacecraft-borne observations, and model predictions are available to facilitate data processing and interpretation efforts. The current status of these tools is described, and their implementation at the ISTP Science Planning and Operations Facility and distribution to the entire ISTP community are discussed.
During reentry of the Orion Crew Module (CM), vehicle attitude control will be performed by firing reaction control system (RCS) thrusters. Simulation of RCS plumes and their interaction with the oncoming flow has been difficult for the analysis community due to the large scarf angles of the RCS thrusters and the unsteady nature of the Orion capsule backshell environments. The model for the aerothermal database has thus relied on wind tunnel test data to capture the heating effects of thruster plume interactions with the freestream. These data are only valid for the continuum flow regime of the reentry trajectory. A Direct Simulation Monte Carlo (DSMC) analysis was performed to study the vehicle heating effects that result from the RCS thruster plume interaction with the oncoming freestream flow at high altitudes during Orion CM reentry. The study was performed with the DSMC Analysis Code (DAC). The inflow boundary conditions for the jets were obtained from Data Parallel Line Relaxation (DPLR) computational fluid dynamics (CFD) solutions. Simulations were performed for the roll, yaw, pitch-up and pitch-down jets at altitudes of 105 km, 125 km and 160 km as well as vacuum conditions. For comparison purposes (see Figure 1), the freestream conditions were based on previous DAC simulations performed without active RCS to populate the aerodynamic database for the Orion CM. Other inputs to the analysis included a constant Orbital reentry velocity of 7.5 km/s and angle of attack of 160 degrees. The results of the study showed that the interaction effects decrease quickly with increasing altitude. Also, jets with highly scarfed nozzles cause more severe heating compared to the nozzles with lower scarf angles. The difficulty of performing these simulations was based on the maximum number density and the ratio of number densities between the freestream and the plume for each simulation. The lowest altitude solutions required a substantial amount of computational resources (up to 1800 processors) to simulate approximately 2 billion molecules for the refined (adapted) solutions.
Future Mars exploration missions, both robotic and piloted, may utilize Earth to Mars transfer trajectories that are significantly different from one another, depending upon the type of mission being flown and the time period during which the flight takes place. The use of new or emerging technologies for future missions to Mars, such as aerobraking and nuclear rocket propulsion, may yield navigation requirements that are much more stringent than those of past robotic missions, and are very difficult to meet for some trajectories. This article explores the interdependencies between the properties of direct Earth to Mars trajectories and the Mars approach navigation accuracy that can be achieved using different radio metric data types, such as ranging measurements between an approaching spacecraft and Mars orbiting relay satellites, or Earth based measurements such as coherent Doppler and very long baseline interferometry. The trajectory characteristics affecting navigation performance are identified, and the variations in accuracy that might be experienced over the range of different Mars approach trajectories are discussed. The results predict that three sigma periapsis altitude navigation uncertainties of 2 to 10 km can be achieved when a Mars orbiting satellite is used as a navigation aid.
Future Mars exploration missions, both robotic and piloted, may utilize Earth to Mars transfer trajectories that are significantly different from one another, depending upon the type of mission being flown and the time period during which the flight takes place. The use of new or emerging technologies for future missions to Mars, such as aerobraking and nuclear rocket propulsion, may yield navigation requirements that are much more stringent than those of past robotic missions, and are very difficult to meet for some trajectories. This article explores the interdependencies between the properties of direct Earth to Mars trajectories and the Mars approach navigation accuracy that can be achieved using different radio metric data types, such as ranging measurements between an approaching spacecraft and Mars orbiting relay satellites, or Earth based measurements such as coherent Doppler and very long baseline interferometry. The trajectory characteristics affecting navigation performance are identified, and the variations in accuracy that might be experienced over the range of different Mars approach trajectories are discussed. The results predict that three sigma periapsis altitude navigation uncertainties of 2 to 10 km can be achieved when a Mars orbiting satellite is used as a navigation aid.
There are indications that persistent contrails can lead to adverse climate change, although the complete effect on climate forcing is still uncertain. A flight trajectory optimization algorithm with fuel and contrails models, which develops alternative flight paths, provides policy makers the necessary data to make tradeoffs between persistent contrails mitigation and aircraft fuel consumption. This study develops an algorithm that calculates wind-optimal trajectories for cruising aircraft while avoiding the regions of airspace prone to persistent contrails formation. The optimal trajectories are developed by solving a non-linear optimal control problem with path constraints. The regions of airspace favorable to persistent contrails formation are modeled as penalty areas that aircraft should avoid and are adjustable. The tradeoff between persistent contrails formation and additional fuel consumption is investigated, with and without altitude optimization, for 12 city-pairs in the continental United States. Without altitude optimization, the reduction in contrail travel times is gradual with increase in total fuel consumption. When altitude is optimized, a two percent increase in total fuel consumption can reduce the total travel times through contrail regions by more than six times. Allowing further increase in fuel consumption does not seem to result in proportionate decrease in contrail travel times.
A flight trajectory optimization algorithm with fuel and contrails models, which develops alternative flight paths, provides policy makers the necessary data to make tradeoffs between persistent contrails mitigation and aircraft fuel consumption. This study develops an algorithm that calculates wind-optimal trajectories for cruising aircraft while avoiding the regions of airspace prone to persistent contrails formation. The optimal trajectory is derived using Singular Perturbation Method. The regions of airspace favorable to persistent contrails formation are modeled as high-risk areas that aircraft should avoid and are adjustable. The tradeoffs between persistent contrails formation and additional travel time are investigated for wind-optimal trajectories and various contrails-avoidance trajectories at 10 different cruising altitudes for flights departing from Chicago and San Diego to New York. The additional travel times required for avoiding 100% persistent contrails formation at various flight altitudes ranged from approximately 0% to 4.3% for flights from Chicago to New York. For flights between San Diego and New York, additional traveling times vary between 1.3% and 5% depending on the cruise altitude and the percentage of contrail avoidance. Talk will present the results of aircraft fuel consumptions that are proportional to the travel time for cruising aircraft.
An assessment is made of the effectiveness of VISSR Atmospheric Sounder (VAS) data gathered over the North Atlantic Ocean area in the 1982 and 1983 hurricane seasons. By the end of the 1983 season, progress had been made in providing high quality analyses and displays of mass, motion and moisture patterns for evaluation. A comparison of mean forecast errors for several different operational models, official forecasts, and the VAS Trajectory model for selected cases in which VAS deep layer mean wind data were available show VAS accuracies that are comparable with those of the official forecasts.
A nonequilibrium, axisymmetric, Navier-Stokes flow solver with coupled radiation has been developed to use in the design of thermal protection systems for vehicles where radiation effects are important. The present method has been compared with an existing flow and radiation solver and with the Project Fire II experimental data. Very good agreement has been obtained over the entire Fire II trajectory with the experimentally determined values of the stagnation radiation intensity in the .2 to 6.2 eV range and with the total stagnation heating. The agreement was significantly better than previous numerical predictions. The effects of a number of flow models are examined to determine which combination of physical models produces the best agreement with the experimental data. These models include radiation coupling, multi-temperature thermal models, finite-rate chemistry, and a quasi-steady-state or Boltzmann assumption for the calculation of the excited electronic states. Finally, the computational efficiency of the present model is evaluated. The radiation properties model developed for this study is shown to offer significant computational savings compared to existing codes.
This this paper, we propose a new family of depth measures called the elastic depths that can be used to greatly improve shape anomaly detection in functional data. Shape anomalies are functions that have considerably different geometric forms or features from the rest of the data. Identifying them is generally more difficult than identifying magnitude anomalies because shape anomalies are often not distinguishable from the bulk of the data with visualization methods. The proposed elastic depths use the recently developed elastic distances to directly measure the centrality of functions in the amplitude and phase spaces. Measuring shape outlyingness in these spaces provides a rigorous quantification of shape which, in turn, gives the elastic depths a strong theoretical and practical advantage over other methods in detecting shape anomalies. A simple boxplot and thresholding method are introduced to identify shape anomalies using the elastic depths. We assess the elastic depth's detection skill on simulated shape outlier scenarios and compare them against popular shape anomaly detectors. Finally, bond yields, image outlines, and hurricane trajectories are used to demonstrate our method's applicability to functional data observed on three different manifolds.
NASA's Ikhana unmanned aerial vehicle (UAV) is a General Atomics MQ-9 Predator-B modified to support the conduct of Earth science missions for the NASA Science Mission Directorate through partnerships, other government agencies and universities. Ikhana, a Native American word meaning 'intelligence', can carry over 2000 lbs of atmospheric and remote sensing instruments in the payload bay and external pods. The aircraft is capable of mission durations in excess of 24 hours at altitudes above 40,000 ft. Redundant flight control, avionics, power, and network systems increase the system reliability and allow easier access to public airspace. The aircraft is remotely piloted from a mobile ground control station (GCS) using both C-band line-of-sight and Ku-band over-the-horizon satellite datalinks. NASA's GCS has been modified to support on-site science monitoring, or the downlink data can be networked to remote sites. All ground support systems are designed to be deployable to support global Eart science investigations. On-board support capabilities include an instrumentation system and an Airborne Research Test System (ARTS). The ARTS can host research algorithms that will autonomously command and control on-board sensors, perform sensor health monitoring, conduct data analysis, and request changes to the flight plan to maximize data collection. The ARTS also has the ability to host algorithms that will autonomously control the aircraft trajectory based on sensor needs, (e.g. precision trajectory for repeat pass interferometry) or to optimize mission objectives (e.g. search for specific atmospheric conditions). Standard on-board networks will collect science data for recording and for inclusion in the aircraft's high bandwidth downlink. The Ikhana project will complete GCS development, science support systems integration, external pod integration and flight clearance, and operations crew training in early 2007. A large-area remote sensing mission is currently scheduled for the Summer 2007.
The Mars Science Laboratory heatshield was designed to withstand a fully turbulent heat pulse based on test results and computational analysis on a pre-flight design trajectory. Instrumentation on the flight heatshield measured in-depth temperatures in the thermal protection system. The data indicate that boundary layer transition occurred at 5 of 7 thermocouple locations prior to peak heating. Data oscillations at 3 pressure measurement locations may also indicate transition. This paper presents the heatshield temperature and pressure data, possible explanations for the timing of boundary layer transition, and a qualitative comparison of reconstructed and computational heating on the as-flown trajectory. Boundary layer Reynolds numbers that are typically used to predict transition are compared to observed transition at various heatshield locations. A uniform smooth-wall transition Reynolds number does not explain the timing of boundary layer transition observed during flight. A roughness-based Reynolds number supports the possibility of transition due to discrete or distributed roughness elements on the heatshield. However, the distributed roughness height would have needed to be larger than the pre-flight assumption. The instrumentation confirmed the predicted location of maximum turbulent heat flux near the leeside shoulder. The reconstructed heat flux at that location is bounded by smooth-wall turbulent calculations on the reconstructed trajectory, indicating that augmentation due to surface roughness probably did not occur. Turbulent heating on the downstream side of the heatshield nose exceeded smooth-wall computations, indicating that roughness may have augmented heating. The stagnation region also experienced heating that exceeded computational levels, but shock layer radiation does not fully explain the differences.
Magnetically controlled states in quantum materials are central to their unique electronic and magnetic properties. However, direct momentum-resolved visualization of these states via angle-resolved photoemission spectroscopy (ARPES) has been hindered by the disruptive effect of magnetic fields on photoelectron trajectories. Here, we introduce an in situ method that is, in principle, capable of applying magnetic fields up to 1 T. This method uses substrates composed of nanomagnetic metamaterial arrays with alternating polarity. Such substrates can generate strong, homogeneous, and spatially confined fields applicable to samples with thicknesses up to the micron scale, enabling ARPES measurements under magnetic fields with minimal photoelectron trajectory distortion. Here, we demonstrate this minimal distortion with ARPES data taken on monolayer graphene. Our method paves the way for probing magnetic field-dependent electronic structures and studying field-tunable quantum phases with state-of-the-art energy-momentum resolutions.
An accurate full-dimensional global potential energy surface (PES) is developed for the title reaction. While the long-range interactions in the reactant asymptote are represented by an analytical expression, the interaction region of the PES is fit to more than 81 000 of ab initio points at the UCCSD(T)-F12b/AVTZ level using the permutation invariant polynomial neural network approach. Fully symmetric with respect to permutation of all four hydrogen atoms, the PES provides a faithful representation of the ab initio points, with a root mean square error of 1.8 meV or 15 cm{sup −1}. The reaction path for this exoergic reaction features an attractive and barrierless entrance channel, a submerged saddle point, a shallow H{sub 4}O{sup +} well, and a barrierless exit channel. The rate coefficients for the title reaction and kinetic isotope effect have been determined on this PES using quasi-classical trajectories, and they are in good agreement with available experimental data. It is further shown that the H{sub 2}O{sup +} rotational enhancement of reactivity observed experimentally can be traced to the submerged saddle point. Using our recently proposed Sudden Vector Projection model, we demonstrate that a rotational degree of freedom of the H{sub 2}O{sup +} reactant is strongly coupled with the reaction coordinate at this saddle point, thus unraveling the origin of the pronounced mode specificity in this reaction.