ALBERT

Description: Author(s): M. Caminale, A. Ghosh, S. Auffret, U. Ebels, K. Ollefs, F. Wilhelm, A. Rogalev, and W. E. Bailey Ultrathin films of the heavy elements Pd and Pt are widely used in spintronics as converters between charge and spin currents and vice versa. One open question has been whether the strongly paramagnetic nature of these elements influences the interconversion process. The authors show, using a combination of ferromagnetic resonance and x-ray magnetic circular dichroism measurements, that a related spin current absorption process (spin pumping damping) responds to the presence of ferromagnetic order in the polarizable Pd and Pt layers. They observe a change in the thickness dependence of spin current absorption when the Pd and Pt layers are in direct contact with a ferromagnet, compared with when they are in indirect contact. This change correlates with the presence of induced magnetic moments in Pd and Pt as revealed by element-specific x-ray magnetic circular dichroism magnetometry. The results show that the decoherence process for spin current in such layers is not independent of geometry, but rather is influenced by the presence of induced ferromagnetic order. [Phys. Rev. B 94, 014414] Published Tue Jul 12, 2016

Description: Author(s): Y. Li, A.-L. Barra, S. Auffret, U. Ebels, and W. E. Bailey Inertial magnetization dynamics have been predicted at ultrahigh speeds, or frequencies approaching the inverse Drude scattering time, in ferromagnetic metals. Here, we identify inertial terms to magnetization dynamics in thin Ni 79 Fe 21 and Co films near room temperature. Effective magnetic fields me… [Phys. Rev. B 92, 140413(R)] Published Wed Oct 21, 2015

Description: Author(s): P. Warnicke, E. Stavitski, J.-S. Lee, A. Yang, Z. Chen, X. Zuo, S. Zohar, W. E. Bailey, V. G. Harris, and D. A. Arena Here we demonstrate an experimental observation of GHz-scale spin dynamics resolved to sublattice octahedral ( O h ) tetrahedral ( T d ) sites in a spinel ferrimagnet, in this case a Mn-ferrite thin film. X-ray absorption spectroscopy (XAS) and x-ray magnetic circular dichroism (XMCD) are used, in combina… [Phys. Rev. B 92, 104402] Published Tue Sep 01, 2015

Description: Author(s): Yi Li, Wei Cao, and W. E. Bailey Ferromagnets are believed to exhibit strongly anisotropic spin relaxation, with relaxation lengths for spin longitudinal to the magnetization significantly longer than those for spin transverse to the magnetization. Here, we characterize the anisotropy of spin relaxation in Co using the spin pumping… [Phys. Rev. B 94, 174439] Published Wed Nov 23, 2016

Description: No abstract available

Description: Flight deck-based vision systems, such as Synthetic Vision Systems (SVS) and Enhanced Flight Vision Systems (EFVS), have the potential to provide additional margins of safety for aircrew performance and enable the implementation of operational improvements for low visibility surface, arrival, and departure operations in the terminal environment with equivalent efficiency to visual operations. Twelve air transport-rated crews participated in a motion-base simulation experiment to evaluate the use of SVS/EFVS in Next Generation Air Transportation System low visibility approach and landing operations at Chicago O'Hare airport. Three monochromatic, collimated head-up display (HUD) concepts (conventional HUD, SVS HUD, and EFVS HUD) and three instrument approach types (straight-in, 3-degree offset, 15-degree offset) were experimentally varied to test the efficacy of the SVS/EFVS HUD concepts for offset approach operations. The findings suggest making offset approaches in low visibility conditions with an EFVS HUD or SVS HUD appear feasible. Regardless of offset approach angle or HUD concept being flown, all approaches had comparable ILS tracking during the instrument segment and were within the lateral confines of the runway with acceptable sink rates during the visual segment of the approach. Keywords: Enhanced Flight Vision Systems; Synthetic Vision Systems; Head-up Display; NextGen

Description: The Next Generation Air Transportation System (NextGen) vision proposes many revolutionary operational concepts, such as surface trajectory-based operations (STBO) and technologies, including display of traffic information and movements, airport moving maps (AMM), and proactive alerts of runway incursions and surface traffic conflicts, to deliver an overall increase in system capacity and safety. A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center to evaluate the ability of a flight crew to conduct safe and efficient airport surface operations while utilizing an AMM. Position accuracy of traffic was varied, and the effect of traffic position accuracy on airport conflict detection and resolution (CD&R) capability was measured. Another goal was to evaluate the crew's ability to safely conduct STBO by assessing the impact of providing traffic intent information, CD&R system capability, and the display of STBO guidance to the flight crew on both head-down and head-up displays (HUD). Nominal scenarios and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The data suggest that all traffic should be shown on the airport moving map, whether qualified or unqualified, and conflict detection and resolution technologies provide significant safety benefits. Despite the presence of traffic information on the map, collisions or near-collisions still occurred; when indications or alerts were generated in these same scenarios, the incidents were averted. During the STBO testing, the flight crews met their required time-of-arrival at route end within 10 seconds on 98 percent of the trials, well within the acceptable performance bounds of 15 seconds. Traffic intent information was found to be useful in determining the intent of conflicting traffic, with graphical presentation preferred. The CD&R system was only minimally effective during STBO because the prevailing visibility was sufficient for visual detection of conflicting traffic. Overall, the pilots indicated STBO increased general situation awareness but also negatively impacted workload, reduced the ability to watch for other traffic, and increased head-down time.

Description: Accident statistics cite the flight crew as a causal factor in over 60% of large transport aircraft fatal accidents. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. The latter statement, while generally accepted, cannot be verified because little or no quantitative data exists on how and how many accidents/incidents are averted by crew actions. A joint NASA/FAA high-fidelity motion-base human-in-the-loop test was conducted using a Level D certified Boeing 737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to aircraft system failures. To quantify the human's contribution, crew complement (two-crew, reduced crew, single pilot) was used as the independent variable in a between-subjects design. This paper details the crew's actions, including decision-making, and responses while dealing with a hydraulic systems leak - one of 6 total non-normal events that were simulated in this experiment.

Description: No abstract available

Description: Approach and landing operations during periods of reduced visibility have plagued aircraft pilots since the beginning of aviation. Although techniques are currently available to mitigate some of the visibility conditions, these operations are still ultimately limited by the pilot's ability to "see" required visual landing references (e.g., markings and/or lights of threshold and touchdown zone) and require significant and costly ground infrastructure. Certified Enhanced Flight Vision Systems (EFVS) have shown promise to lift the obscuration veil. They allow the pilot to operate with enhanced vision, in lieu of natural vision, in the visual segment to enable equivalent visual operations (EVO). An aviation standards document was developed with industry and government consensus for using an EFVS for approach, landing, and rollout to a safe taxi speed in visibilities as low as 300 feet runway visual range (RVR). These new standards establish performance, integrity, availability, and safety requirements to operate in this regime without reliance on a pilot's or flight crew's natural vision by use of a fail-operational EFVS. A pilot-in-the-loop high-fidelity motion simulation study was conducted at NASA Langley Research Center to evaluate the operational feasibility, pilot workload, and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 feet RVR by use of vision system technologies on a head-up display (HUD) without need or reliance on natural vision. Twelve crews flew various landing and departure scenarios in 1800, 1000, 700, and 300 RVR. This paper details the non-normal results of the study including objective and subjective measures of performance and acceptability. The study validated the operational feasibility of approach and departure operations and success was independent of visibility conditions. Failures were handled within the lateral confines of the runway for all conditions tested. The fail-operational concept with pilot in the loop needs further study.