ALBERT

Description: This report is part of a series of reports that address flight deck design and evaluation, written as a response to loss of control accidents. In particular, this activity is directed at failures in airplane state awareness in which the pilot loses awareness of the airplane's energy state or attitude and enters an upset condition. In a report by the Commercial Aviation Safety Team, an analysis of accidents and incidents related to loss of airplane state awareness determined that hazard alerting was not effective in producing the appropriate pilot response to a hazard (CAST, 2014). In the current report, we take a detailed look at 28 airplane state awareness accidents and incidents to determine how well the hazard alerting worked. We describe a five-step integrated alerting-to-recovery sequence that prescribes how hazard alerting should lead to effective flight crew actions for managing the hazard. Then, for each hazard in each of the 28 events, we determine if that sequence failed and, if so, how it failed. The results show that there was an alerting failure in every one of the 28 safety events, and that the most frequent failure (20/28) was tied to the flight crew not orienting to (not being aware of) the hazard. The discussion section summarizes findings and identifies alerting issues that are being addressed and issues that are not currently being addressed. We identify a few recent upgrades that have addressed certain alerting failures. Two of these upgrades address alerting design, but one response to the safety events is to upgrade training for approach to stall and stall recovery. We also describe issues that are not being addressed adequately: better alert integration for flight path management types of hazards, airplanes in the fleet that do not meet the current alerting regulations, a lack of innovation for addressing cases of channelized attention, and existing vulnerabilities in managing data validity.

Description: Air traffic in the United States has continued to grow at a steady pace since 1980, except for a dip immediately after the tragic events of September 11, 2001. There are different growth scenarios associated both with the magnitude and the composition of the future air traffic. The Terminal Area Forecast (TAF), prepared every year by the FAA, projects the growth of traffic in the United States. Both Boeing and Airbus publish market outlooks for air travel annually. Although predicting the future growth of traffic is difficult, there are two significant trends: heavily congested major airports continue to see an increase in traffic, and the emergence of regional jets and other smaller aircraft with fewer passengers operating directly between non-major airports. The interaction between air traffic demand and the ability of the system to provide the necessary airport and airspace resources can be modeled as a network. The size of the resulting network varies depending on the choice of its nodes. It would be useful to understand the properties of this network to guide future design and development. Many questions, such as the growth of delay with increasing traffic demand and impact of the en route weather on future air traffic, require a systematic understanding of the properties of the air traffic network. There has been a major advance in the understanding of the behavior of networks with a large number of components. Several theories have been advanced about the evolution of large biological and engineering networks by authors in diversified disciplines like physics, mathematics, biology and computer science. Several networks exhibit a scale-free property in the sense that the probabilistic distribution of their nodes as a function of connections decreases slower than an exponential. These networks are characterized by the fact that a small number of components have a disproportionate influence on the performance of the network. Scale-free networks are tolerant to random failure of components, but are vulnerable to selective attack on components. This paper examines two network representations for the baseline air traffic system. A network defined with the 40 major airports as nodes and with standard flight routes as links has a characteristic scale: all nodes have 60 or more links and no node has more than 460 links. Another network is defined with baseline aircraft routing structure exhibits an exponentially truncated scale-free behavior. Its degree ranges from 2 connections to 2900 connections, and 225 nodes have more than 250 connections. Furthermore, those high-degree nodes are homogeneously distributed in the airspace. A consequence of this scale-free behavior is that the random loss of a single node has little impact, but the loss of multiple high-degree nodes (such as occurs during major storms in busy airspace) can adversely impact the system. Two future scenarios of air traffic growth are used to predict the growth of air traffic in the United States. It is shown that a three-times growth in the overall traffic may result in a ten-times impact on the density of traffic in certain parts of the United States.

Description: This presentation will: Describe some of the exploratory work and products of the UCAT, which lay the groundwork for NASAs UAM investments; Describe the UAM Grand Challenge

Description: Recent observations by DSCOVR provide high temporal resolution (50 samples per second) magnetic vector field data that allows investigating the details of oblique heliospheric shock oscillations. It was found that some of these shocks exhibit magnetic oscillations, both downstream and upstream of the shock front. The DSCOVR/MAG magnetic field data are supplemented by an extensive database of low Mach number (M 〈 3) low (〈1) shock data observed by Wind albeit with lower temporal resolution. Motivated by the observations, we use the 2.5D hybrid model of the oblique shocks with particles in addition to kinetic protons and electron fluid. We model the properties of the oblique shocks for a number of typical parameters found in observations and study the effects of the shock parameters and the relative particle abundances on the properties of the shock magnetic field, density, and velocity oscillations. We find the particles surf on the shock front and produce a wake of density oscillations. We examine the details of the phase space of the ions as well as the ion velocity distribution functions in various parts of the shock and study their nonthermal properties. We determine the effects of the particle kinetic properties and abundances on the structure and dynamics of the shock downstream oscillations for a range of parameters relevant to low Mach number low heliospheric shocks.

Description: While the Earth and Moon are generally similar in composition, a notable difference between the two is the apparent depletion in moderately volatile elements in lunar samples. This is often attributed to the formation process of the Moon, and it demonstrates the importance of these elements as evolutionary tracers. Here we show that paleo space weather may have driven the loss of a significant portion of moderate volatiles, such as sodium and potassium, from the surface of the Moon. The remaining sodium and potassium in the regolith is dependent on the primordial rotation state of the Sun. Notably, given the joint constraints shown in the observed degree of depletion of sodium and potassium in lunar samples and the evolution of activity of solar analogs over time, the Sun is highly likely to have been a slow rotator. Because the young Sun's activity was important in affecting the evolution of planetary surfaces, atmospheres, and habitability in the early Solar System, this is an important constraint on the solar activity environment at that time. Finally, as solar activity was strongest in the first billion years of the Solar System, when the Moon was most heavily bombarded by impactors, evolution of the Sun's activity may also be recorded in lunar crust and would be an important well-preserved and relatively accessible record of past Solar System processes.

Description: FACT is a software program that provides important information about winter weather operations to airline dispatchers and airport personnel. FACT has a "quad" design and shows various maps, text, and tabular information. It also has a team messaging capability. It is meant to be used by airline dispatchers and airport personnel to manage winter storms. This presentation is for a meeting with Boeing. COMMERCIAL AIRCRAFT; AIRLINE OPERATIONS; STORMS COMPUTER PROGRAMS; AIRLINE OPERATIONS; WEATHER FORECASTING; MESSAGE PROCESSING; AIRCRAFT COMMUNICATION; WINTER; STORMS (METEOROLOGY); COMMERCIAL AIRCRAFT

Description: We report on the properties of type II radio bursts observed by the Radio and Plasma Wave Experiment (WAVES) onboard the Wind spacecraft over the past two solar cycles. We confirm that the associated coronal mass ejections (CMEs) are fast and wide, more than half the CMEs being halos. About half of the type II bursts extend down to 0.5M hertz, corresponding to a heliocentric distance of tens of solar radii. The DH (Decametric-Hectometric) type II bursts are mostly confined to the active region belt and their occurrence rate follows the solar activity cycle. Type II bursts occurring on the western hemisphere of the Sun and extending to lower frequencies are good indicators of a solar energetic particle event.

Description: This work introduces an approach to estimate the complexity of a low-altitude air traffic scenario involving multiple UASs using mathematical programming. Given a set of multi-point UAS flight trajectories, vehicle dynamics, and a conflict resolution algorithm, an abstract model is developed such that it can be solved quickly using a mathematical programming optimization software without running high-fidelity simulations that can be computationally expensive and may not suit real-time apA quick and accurate assessment of complexity for a given traffic scenario can help plan and schedule flights to alleviate traffic bottleneck and mitigate operation risks, especially for unmanned aerial system traffic management where high traffic density or complexity is expected. This work introduces a traffic scenario complexity metric that was constructed based on the number of potential conflicts weighted by the conflict resolution cost associated. The cost associated with a conflict is calculated based on the corresponding conflict resolution maneuvers. To obtain the conflict resolution maneuvers, a MILP-based optimization was formulated with the vehicle model and conflict management parameters incorporated. To evaluate the complexity metrics, an approach of using measurements from high-fidelity simulations was proposed. The scenario complexity measurements for 920 random-generated scenarios were obtained through high-fidelity simulations and treated as the ground truth. Two statistics methods: Pearson and Alternative Conditional Expectations were applied for analysis. The results showed that the number of flights has low correlation with the scenario complexity according to the correlation coefficients calculated by both methods. The Alternative Conditional Expectations method shows that the proposed scenario complexity metric has better correlation with the ground truth than the number of potential conflicts.plications. In the abstract model, each vehicle is represented by a time-varied vector associated with position, speed, and heading information. The total extra distance that aircraft need to divert from their original routes to avoid collisions is computed and used to setup a quadratic programming formula. The metrics including the number of conflicts and extra distances travelled by all vehicles are then utilized to estimate the complexity of a given UAS flight scenario. Results and verification against high-fidelity simulations will be provided in the final draft.

Description: Target generation systems provide the positions of aircraft in air traffic simulations. As the scope of the simulation domains expand, there is a need to develop systems that can provide position reports for thousands of aircraft simultaneously and at update rates that support out-the-window visualization. This paper discusses the motivation and reasoning behind investigating development of a next generation target generator through distributed computing using clustered node processing and how a target generation system benefit future research that utilizes human-in-the-loop simulations.

Description: This paper presents an encounter-based simulation architecture developed at NASA to facilitate flexible and efficient Detect and Avoid modeling in parametric or tradespace studies on large data sets. The basic premise of this tool is that large-scale input data can be reduced to a set of `canonical encounters' and that using the reduced data in simulations does not lead to loss of fidelity. A canonical encounter is specified as ownship and intruder flight portions potentially resulting in a loss of well clear along with a set of properties that characterize the encounter. The advantages of using canonical encounters include faster simulations, reduced memory footprint, ability to select encounters based on user-specified criteria, shared encounters across multiple teams, peer-reviewed encounters, and a better understanding of the input data set, to name a few.

Description: Current radar-based air traffic service providers may preserve privacy for military and corporate operations by procedurally preventing public release of selected flight plans, position, and state data. The FAA mandate for national adoption of Automatic Dependent Surveillance Broadcast (ADS-B) in 2020 does not include provisions for maintaining these same aircraft-privacy options, nor does it address the potential for spoofing, denial of service, and other well-documented risk factors. This paper presents an engineering prototype that embodies a design and method that may be applied to mitigate these ADS-B security issues. The design innovation is the use of an open source permissioned blockchain framework to enable aircraft privacy and anonymity while providing a secure and efficient method for communication with Air Traffic Services, Operations Support, or other authorized entities. This framework features certificate authority, smart contract support, and higher-bandwidth communication channels for private information that may be used for secure communication between any specific aircraft and any particular authorized member, sharing data in accordance with the terms specified in the form of smart contracts. The prototype demonstrates how this method can be economically and rapidly deployed in a scalable modular environment.

Description: No abstract available

Description: The paper presents an efficient trajectory generation and tracking approach for multi-rotor air vehicles operating in urban environment, which takes into account uncertainties in the urban wind field and in the vehicle's parameters. Generated trajectories are sufficiently smooth, based on the differential flatness of the vehicle's dynamics and optimal in the sense of minimum agility and time. They pass through given set of way points, guarantee flight without a side-slip, and satisfy vehicle's dynamics and actuator constraints. In addition, an algorithm is presented to compute the required power to traverse the generated trajectory. Presented algorithms are implementable in real time using on-board computers. They do not take into account the vehicle's existing flight controller, hence there is no guarantee that the controller will be able to provide acceptable tracking of the generated trajectory, especially in the presence of atmospheric disturbances. To this end, we propose an adaptive augmentation algorithm to improve vehicle's performance by taking into account the effects of disturbances and on-line estimates of vehicle's existing flight controller's gains. The algorithms have been verified by simulations using DJI S1000 octocopter's model.

Description: NASA's UTM project is conducting research on a traffic management concept for small unmanned aircraft systems (UAS) flying in low altitude, uncontrolled airspace. The project started in 2015 and is developing prototype UTM systems of successively complex technical capability levels (TCL) that are tested in the field. To date TCL levels 1-3 have been tested and TCL 4 will be tested in the summer of 2019. Project results are transferred to the FAA and industry to advance the adoption, implementation, and design standards of future UTM systems.

Description: No abstract available

Description: This joint briefing presents open and closed loop metrics about the performance of a reference Detect-and-Avoid algorithm using encounters built from NASA's UAS mission trajectories and Lincoln Lab's uncorrelated encounter model.

Description: No abstract available

Description: This work introduces an approach to estimate the complexity of a low-altitude air traffic scenario involving multiple UASs using mathematical programming. Given a set of multi-point UAS flight trajectories, vehicle dynamics, and a conflict resolution algorithm, an abstract model is developed such that it can be solved quickly using a mathematical programming optimization software without running high-fidelity simulations that can be computationally expensive and may not suit real-time applications. In the abstract model, each vehicle is represented by a time-varied vector associated with position, speed, and heading information. The total extra distance that aircraft need to divert from their original routes to avoid collisions is computed and used to setup a quadratic programming formula. The metrics including the number of conflicts and extra distances travelled by all vehicles are then utilized to estimate the complexity of a given UAS flight scenario. Results and verification against high-fidelity simulations will be provided in the final draft.

Description: 5/22/2019 National Aeronautics and Space Administration 1 Airspace Technology Demonstration 2 (ATD-2) Analysis of APREQ Flights at CLT May 22, 2019 5/22/2019 Objective 2 Quantify impact of IADS Phase 1 & 2 capabilities on APREQ flights at CLT with respect to: Compliance to the Controlled Take Off Time (CTOT) Benefits for APREQ flights that use IDAC to renegotiate for an earlier CTOT Benefits of pre-scheduling APREQ flights using the Earliest Off Block Time (EOBT) Relationship between EOBT compliance and rescheduling CTOT 5/22/2019 CLT APREQ Daily Compliance(Compliance Improvement Since ATD-2 Start) 3 Steady increase of APREQ compliance over the life of the project. Reduced variation in compliance leading to improved predictability. In addition to overall improved compliance into TBM systems, the predictability is increasing 5/22/2019 APREQ Compliance 10K Rolling Window 4 The most substantial APREQ compliance improvements started with Phase 2 capability (AEFS integration, ZTL IDAC, pre-scheduling and scheduler updates). 5/22/2019 IADS Phase 1 & 2 Benefit Mechanisms 5 1. Collaborative surface metering Reduced engine run time Reduced fuel consumption and emissions 2. Overhead stream operational integration a.Scheduling controlled flights at the gate Reduced engine run time Reduced fuel consumption and emissions b.APREQ renegotiating for an earlier slot Reduced total delay Passenger value of time and crew costs Reduced engine run time Reduced fuel consumption and emissions Benefits (1) and (2a) achieved through tactical gate holds Benefit (2b) achieved through APREQ renegotiation process described below Step 1: APREQ flight has a release time but is capable of taking off earlier Step 2: FAA TMC uses the IDAC green space / red space to identify and request an earlierslot in the overhead stream Step 3: Aircraft receives earlierrelease time and the difference between the release times is the reduction in delay 5/22/2019 Benefits for APREQ flights using IDAC to renegotiate for earlierCTOT 6 LBS Fuel 270.7 hours of delay saved by electronically renegotiating a better overhead stream time for 2,071 flights. The benefits described here are associated with better use of existing capacity in the overhead stream, and technology to reduce surface delay. These benefits are in addition to (distinct from) surface metering savings. 5/22/2019 APREQ Delay For Pre-Scheduled Flights into KATL Have Been Reduced and are More Predictable For the Last Five Months 7 Substantial Improvements in predictability of delay for the last 5 months 5/22/2019 EOBT Compliance / CTOT Reschedulefor Pre-Scheduled Flights into KATL 8 5/22/2019 Wrap-up 9 Compliance to the CTOT has improved throughout the lifecycle of ATD-2 with biggest improvements following the introduction of Phase 2 capabilities Rescheduling APREQ flights using IDAC has reduced 270.7 hours of delay at CLT Predictability of local surface delay for APREQ flights is substantially improved via pre-scheduling with the IADS system Pre-scheduled flights that reschedule for later times tend to call ready later with respect to EOBT

Description: A two-step automated Multi-Aircraft Control System traffic scenario generation process for Human-in-the-Loop evaluations of air traffic management concepts is described. The first step of the two-step process employs the scenario generation capability currently available in NASA's Air Traffic Management Testbed. The second step refines the scenario by filtering flights from the traffic scenario based on route length, cruise speed, cruise altitude, entry time and the desired ratio of internal to external flights. A solution for achieving the desired ratio of internal to external flights, where internal flights are shorter flights and external flights are longer flights based on a distance threshold, is described. Finally, schedulers are described for shaping the hourly arrival traffic count as a function of time in response to airport capacity constraint or for increasing the traffic demand with respect to the available arrival capacity. Results generated for arrival traffic to the four major airports in the New York Metroplex on a busy day using the two-step procedure are discussed. These results show that traffic scenarios for Multi-Aircraft Control System that meet the Human-in-the-Loop and fast-time simulation requirements can be created automatically following the procedures described in the paper. The automated process will improve the accuracy and efficiency by eliminating the tedious manual process for scenario generation.

Description: Human behavior often consists of a series of distinct activities, each characterized by a unique signature of visual behavior. This is true even in a restricted domain, such as piloting an aircraft, where patterns of visual signatures might represent activities like communicating, navigating, and monitoring. We propose a novel analysis method for gaze-tracking data, to perform blind discovery of these activities based on their behavioral signatures. The method is in some respects similar to recurrence analysis, but here we compare not individual fixations, but groups of fixations aggregated over a fixed time interval. The duration of this interval is a parameter that we will refer to as . We assume that the environment has been divided into a set of N different areas-of-interest (AOIs). For a given interval of time of duration , we compute the proportion of time spent fixating each AOI, resulting in an N-dimensional vector. These proportions can be converted to counts by multiplying by divided by the average fixation duration (another parameter that we fix at 280 milliseconds). We compare different intervals by computing the chi-square statistic. The p-value associated with the statistic is the likelihood of observing the data under the hypothesis that the data in the two intervals were generated by a single process with a single set of probabilities governing the fixation of each AOI. We have investigated the method using a set of 10 synthetic "activities," that sample 4 AOIs. Four of these activities visit 3 of the 4 AOIs, with equal probability; as there are four different ways to leave-one- out, there are four such activities. Similarly, there are six different activities that leave-two-out. Sequences of simulated behavior were generated by running each activity for 40 seconds, in sequence, for a total of 6.7 minutes. The figure to the right shows the matrix of chi-square statistics, using a value of 2.8 seconds for , corresponding to 10 fixations. Low values (dark) indicate poor evidence for activity differences, while high values (bright) indicate strong evidence. The dark squares along the main diagonal each correspond to the forty second intervals in which the activity was held constant; the 4x4 block at the lower left corresponds to the four leave-one-out activities, while the 6x6 block in the upper right corresponds to the leave-two-out activities. (The anti-diagonal pattern of white squares indicates those activity pairs that share no AOIs.) The chi-square values can be binarized by choosing a particular significance level; we are interested in grouping bins that represent the same activity, effectively accepting the null hypothesis. Therefore, we may adopt a relatively lax criterion; for example, choosing a p-value of 0.2 means that two behaviors that have only a 1-in-5 chance of being produced by a single activity might nevertheless be clustered together. We have explored several methods to perform clustering on the data and solving for the activity probabilities. Greedy methods begin by selecting the time bin that is similar to the most (or least) other bins, and then forming a cluster from it and all other non-discriminable bins. These methods show mediocre performance, as they do not take into account temporal contiguity. Preliminary results indicate that methods that "grow" clusters in time from seed points perform better.

Description: A two-step automated Multi-Aircraft Control System traffic scenario generation process for Human-in-the-Loop evaluations of air traffic management concepts is described. The first step of the two-step process employs the scenario generation capability currently available in NASA's Air Traffic Management Testbed. The second step refines the scenario by filtering flights from the traffic scenario based on route length, cruise speed, cruise altitude, entry time and the desired ratio of internal to external flights. A solution for achieving the desired ratio of internal to external flights, where internal flights are shorter flights and external flights are longer flights based on a distance threshold, is described. Finally, schedulers are described for shaping the hourly arrival traffic count as a function of time in response to airport capacity constraint or for increasing the traffic demand with respect to the available arrival capacity. Results generated for arrival traffic to the four major airports in the New York Metroplex on a busy day using the two-step procedure are discussed. These results show that traffic scenarios for Multi-Aircraft Control System that meet the Human-in-the-Loop and fast-time simulation requirements can be created automatically following the procedures described in the paper. The automated process will improve the accuracy and efficiency by eliminating the tedious manual process for scenario generation.

Description: This paper presents an encounter-based simulation architecture developed at NASA to facilitate flexible and efficient Detect and Avoid modeling in parametric or tradespace studies on large data sets. The basic premise of this tool is that large-scale input data can be reduced to a set of `canonical encounters' and that using the reduced data in simulations does not lead to loss of fidelity. A canonical encounter is specified as ownship and intruder flight portions potentially resulting in a loss of well clear along with a set of properties that characterize the encounter. The advantages of using canonical encounters include faster simulations, reduced memory footprint, ability to select encounters based on user-specified criteria, shared encounters across multiple teams, peer-reviewed encounters, and a better understanding of the input data set, to name a few.

Description: The Sample Analysis at Mars instrument evolved gas analyzer (SAM-EGA) has detected evolved water, SO2, NO, CO2, CO, O2, and HCl from two eolian sediments and nine sedimentary rocks from Gale Crater, Mars. The SAM-EGA heats samples to 870C and measures evolved gas releases as function of temperature. These evolved gas detections indicate nitrates, organics, oxychlorine phase, and sulfates are widespread with phyllosilicates and carbonates occurring in select Gale Crater materials. CO2 and CO evolved at similar temperatures suggesting that as much as 2373 820 gC/g may occur as organic carbon in the Gale Crater rock record while relatively higher temperature CO2 detections are consistent with carbonate (〈0.70 0.1 wt % CO3). Evolved NO amounts up to 0.06 0.03 wt % NO3 have been detected while O2 detections suggests chlorates and/or perchlorates (0.05 to 1.05 wt % ClO4) are present. Evolution of SO2 indicated the presence of crystalline and/or poorly crystalline Fe and Mg sulfate and possibly sulfide. Evolved H2O (0.9 - 2.5 wt% H2O) was consistent with the presence of adsorbed water, hydrated salts, interlayer/structural water from phyllosilicates, and possible inclusion water in mineral/amorphous phases. Evolved H2S detections suggest that reduced phases occur despite the presence of oxidized phases (nitrate, oxychlorine, sulfate, and carbonate). SAM results coupled with CheMin mineralogical and Alpha-Particle X-ray Spectrometer elemental analyses indicate that Gale Crater sedimentary rocks have experienced a complex authigenetic/diagenetic history involving fluids with varying pH, redox, and salt composition. The inferred geochemical conditions were favorable for microbial habitability and if life ever existed, there was likely sufficient organic C to support a small microbial population.

Description: We describe how orbital tunnels could be used to transport payloads through the Earth. If you use a brachistochrone for the tunnel, the body forces in the tunnel become overwhelmingly large for small angular distances traveled. Projectiles move along an orbital tunnel faster than they would along abrachistochrone connecting the same points but the body force components cancel. We describe how parabolic Keplerian orbits outside the object merge onto quasi-Keplerian orbits inside the object. We use models of the interior of the Earth with three values of the polytropic index (n) to calculate interior or bits that travel between surface points. The n3 results are also scaled to the Sun. Numerical integrations of the equations describing polytropes were used to generate the initial models. Numerical integration of the equations of motion are then used to calculate the angular distance you can travel along the surface and the traversal time as a function of the parabolic periaps is distance for each model. Trajectories through objects of low central condensation show a focusing effect that decreases as the central condensation increases. Analytic solutions for the trajectories in a homogeneous sphere are derived and compared to the numeric results. The results can be scaled to other planets, stars, or even globular clusters.

Description: This paper describes exploratory modeling of an on-demand urban air mobility (UAM) network and sizing of vehicles to operate within that network. UAM seeks to improve the movement of goods and people around a metropolitan area by utilizing the airspace for transport. Aircraft sizing and overall network performance results are presented that include comparisons of battery-electric and various hybrid-electric vehicles that are fueled with diesel, jet fuel, compressed natural gas, and liquefied natural gas (LNG). Hybrid-electric propulsion systems consisting of internal combustion engine-generators, turbine-generators, and solid oxide fuel cells are explored. Ultimately, the "performance" of the UAM network over a day for each of the different vehicle types, propulsion systems, and stored energy sources is described in four parameters: 1) the average cost per seat-kilometer, which considers the costs of the energy/fuel, vehicle acquisition, insurance, maintenance, pilot, and battery replacement costs, 2) carbon dioxide emission rates associated with vehicle operations, 3) the average passenger wait time, and 4) the average load factor, i.e., the total number of seats filled with paying passengers divided by the total number of available seats. Results indicate that the "dispatch model," which determines when and where aircraft are flown around the UAM network, is critical in determining the overall network performance. This is due to the often-conflicting desires to allow passengers to depart with minimal wait time while still maintaining a high load factor to reduce operating costs. Additionally, regardless of the dispatch model, hybrid-electric aircraft powered by internal combustion engines fueled with diesel or LNG are consistently the lowest cost per seat-kilometer. Battery-electric and future technology LNG/solid oxide fuel cell aircraft produce the lowest emissions (assuming the California grid) with LNG-fueled internal combustion engine-powered hybrids producing only slightly more carbon dioxide.

Description: Urban Air Mobility (UAM) is an up and coming topic in the world of aerosciences. A variety of companies, most notably Uber, has begun working towards making air taxis a regular part of day to day life. However, the implementation of this system into society will require a significant amount of work: making helicopters that can handle these flights and operate safely in urban environments, having landing zones, and working out new technologies to lower costs. NASA has also taken interest in this new idea and has formed a focus group of interns to tackle some of these problems. They have started by designing a few concept models for what these air taxis could look like, focusing on low noise, multiple passenger configurations, and the potential for electric or hybrid helicopters. One particular model is known as NR2, or the "Side by Side," which features two rotors spinning in opposite directions. Though these models are purely conceptual at this point, understanding the real-world aerodynamics and performance of this model is crucial to its future development. Using a program known as Rotorcraft Computational Fluid Dynamics (RotCFD), the performance characteristics of the rotors and aircraft, such as the lift, drag, thrust and power can be determined. These simulations can be run in a variety of flight configurations, with hover, forward flight, and climb being focused on in this study. The rotor collective angle can also be changed and used to get results about the lift and drag for the blades and the model body. These simulations can provide information for future model construction and wind tunnel testing.

Description: NASA's UAS Traffic management (UTM) -TCL-4 focuses on safely enabling large scale small UAS oper- ations in low altitude airspace in dense urban regions. This paper presents an operational architecture of an autonomous unmanned aerial vehicle operating in TCL4. An on-line path planning scheme is proposed which can effectively plan for feasible paths in real time with TCL-4 constraints. An end to end system is designed and tested in high fidelity Reflection architecture which demonstrates the feasibility of the approach.

Description: Solar corona in 17.1nm and 19.5nm wavelengths up to three solar radii from Sun center was observed by the Solar UltraViolet Imager (SUVI) on the Geostationary Operational Environmental Satellite (GOES) 16 and GOES17. The nominally Sunpointed SUVI was offpointed to the left and to the right of the Sun center at a regular cadence and a composite Extended Coronal Imaging (ECI) frame was created. The imaging area in the composite is about three times the nominal image area in the EastWest direction (about 5*R(sub Sun) versus 1.6*R(sub Sun) for nominal images). The campaign was conducted in February (4 hours), June (72 hours), and AugustSeptember of 2018 (5 weeks). Limited solar CME activity during the 5week campaign was observed in both the SUVI and LASCO C2 imagers. Some of the observations during this campaign include structures up to a few solar radii off the solar limb, and interesting coronal activity both on and off the solar disk. They are presented here.

Description: No abstract available

Description: Outline: Overview of FOXSI-2 (Focusing Optics X-ray Solar Imager) coordinated microflare observations with Hinode/XRT (X-Ray Telescope) and SDO/AIA (Solar Dynamics Observatory/Atmospheric Imaging Assembly); Temperature response functions for FOXSI-2, XRT and AIA; Combined Differential Emission Measure (DEM) analysis - to determine the amount of plasma in the line of sight that emits the radiation as a function of temperature; Thermal energy released during the microflares; Summary.

Description: This is both a presented version of NASA's in-flight icing training aids, and a brief discussion of NASA Glenn's two icing-capable facilities that simulate the airframe and engine icing environments. This presentation has been adapted for a Kent State University Aviation Safety Day. The original version was developed in 2006 time frame, and has been presented to both pilots and engineers.

Description: We follow two small, magnetically isolated CME (Coronal Mass Ejection)-producing solar active regions (ARs) from the time of their emergence until several days later, when their core regions erupt to produce the CMEs. In both cases, magnetograms show: (a) following an initial period where the poles of the emerging regions separate from each other, the poles then reverse direction and start to retract inward; (b) during the retraction period, flux cancelation occurs along the main neutral line of the regions, (c) this cancelation builds the sheared core field/flux rope that eventually erupts to make the CME. In the two cases, respectively 30 percent and 50 percent of the maximum flux of the region cancels prior to the eruption. Recent studies indicate that solar coronal jets frequently result from small-scale filaments eruptions (Sterling et al. 2015), with those minifilament eruptions also being built up and triggered by cancelation of magnetic flux (Panesar et al. 2016). Together, the small-AR eruptions here and the coronal jet results suggest that isolated bipolar regions tend to erupt when some threshold fraction, perhaps in the range of 50 percent, of the regions maximum flux has canceled. Our observed erupting filaments/flux ropes form at sites of flux cancelation, in agreement with previous observations. Thus, the recent finding that minifilaments that erupt to form jets also form via flux cancelation is further evidence that minifilaments are small-scale versions of the long-studied full-sized filaments. (Details are in Sterling et al. 2018, ApJ, 864, 68.) Supported by NASA's Heliophysics Guest Investigators (HGI) Program and the MSFC (Marshall Space Flight Center)/Hinode project.

Description: We report on the linear relationship between the durations of two types of electromagnetic emissions associated with shocks driven by coronal mass ejections: sustained gamma-ray emission (SGRE) and interplanetary type II radio bursts. The relationship implies that shocks accelerate approximately 10 kiloelectronvolts electrons (for type II bursts) and more than 300 megaelectronvolts protons (for SGRE) roughly over the same duration. The SGRE events are from the Large Area Telescope (LAT) on board the Fermi satellite, while the type II bursts are from the Radio and Plasma Wave Experiment (WAVES) on board the Wind spacecraft. Here we consider five SGRE events that were not included in a previous study of events with longer duration (more than 5 hours). The five events are selected by relaxing the minimum duration to 3 hours. We found that some SGRE events had a tail that seems to last until the end of the associated type II burst. We pay special attention to the 2011 June 2 SGRE event that did not have a large solar energetic particle event at Earth or at the STEREO spacecraft that was well connected to the eruption. We suggest that the preceding CME (Coronal Mass Ejection) acted as a magnetic barrier that mirrored protons back to Sun.

Description: This paper presents results on potential interaction effects from UAM (Urban Air Mobility) operations integrated into current operational scenarios by evaluating if/where/how Traffic alert and Collision Avoidance System (TCAS) alerts are triggered on-board commercial aircraft. A range of operational scenarios are evaluated with combinations of UAM vehicle route, speed, altitude, and direction along the DFW (Dallas-Fort Worth) "spine route." The effect of UAM altitude uncertainty on the above is also explored. The analysis was done for both South flow and North flow configurations of DFW. When UAM operations are deterministic, no TCAS RAs (Resolution Advisories) are issued. However, UAM altitude uncertainties point out geographic areas of concern with the associated severity of interactions.

Description: This presentation covers how a high level overview of the Fuser used on ATD-2.

Description: Overview of NASA Integrated Demand Management (IDM) research into synchronized use of strategic and tactical air traffic management systems describes the initial motivation for the research, summary description of key experiments conducted between 2016 and the present, collaboration with outside partners and stakeholders, and the current status of the research.

Description: The Flight Awareness Collaboration Tool (FACT) is a web-based software tool that provides important information about winter weather operations to airline dispatchers and airport personnel. This document provides instructions on how to operate FACT. It reviews FACT goals, features, functions, controls, and data displays. The manual uses text and screen shots of the screens to guide new users on how to access FACT features. This manual is required for FACT distribution to airlines and airports and is needed as part of the NASA patent process.

Description: This presentation provides an overview of work being done to develop test vectors for the terminal area, in coordination with RTCA Special Committee 228, an organization developing the Minimum Operational Performance Standards (MOPS) for Unmanned Aircraft Systems (UAS) Detect and Avoid (DAA) systems. The work leverages existing encounter data to develop a set of encounters to be used to define and refine both performance-based and functionally-based terminal area MOPS requirements. The encounter set would be used across various organizations supporting MOPS terminal area requirements development to provide some level of consistency in terms of terminal area assumptions. The work will investigate other potentially applicable data sets and make any similarly needed adjustments to arrive at a consolidated set of terminal area encounters.

Description: When optimizing the takeoff sequence and schedule for departures at busy airports, it is important to accurately predict the taxi times from gate to runway because those are used to calculate the earliest possible takeoff times. Several airports like Charlotte Douglas International Airport show relatively long taxi times inside the ramp area with large variations, with respect to the travel times in the airport movement area. Also, the pushback process times have not been accurately modeled so far mainly due to the lack of accurate data. The recent deployment of the integrated arrival, departure, and surface traffic management system at Charlotte airport by NASA enables more accurate flight data in the airport surface operations to be obtained. Taking advantage of this system, actual pushback times and ramp taxi times from historical flight data at this airport are analyzed. Based on the analysis, a simple, data-driven prediction model is introduced for estimating pushback times and ramp transit times of individual departure flights. To evaluate the performance of this prediction model, several machine learning techniques are also applied to the same dataset. The prediction results show that the data-driven prediction model is as good as the machine learning algorithms when comparing various prediction performance metrics.

Description: The newly developed Trajectory Option Set (TOS), a preference-weighted set of alternative routes submitted by flight operators, is a capability in the U.S. traffic flow management system that enables automated trajectory negotiation between flight operators and Air Navigation Service Providers. The objective of this paper is to describe and demonstrate an approach for automatically generating pre-departure and airborne TOSs that have a high probability of operational acceptance. The approach uses hierarchical clustering of historical route data to identify route candidates. The probability of operational acceptance is then estimated using predictors trained on historical flight plan amendment data using supervised machine learning algorithms, allowing the routes with highest probability of operational acceptance to be selected for the TOS. Features used describe historical route usage, difference in flight time and downstream demand to capacity imbalance. A random forest was found to be the best performing algorithm for learning operational acceptability, with a model accuracy of 0.96. The approach is demonstrated for an historical pre-departure flight from Dallas/Fort Worth International Airport to Newark Liberty International Airport.

Description: Detect-and-Avoid (DAA) systems are essential to the safe operations of Unmanned Aircraft Systems, and have the objectives of mitigating collisions with and remaining Well Clear of manned aircraft. This paper analyzes four candidate DAA Well Clear definitions for non-cooperative aircraft using mitigated performance metrics of DAA systems. These DAA Well Clear definitions were proposed in previous work based on their unmitigated collision risk and maneuver initiation range. In this work they are evaluated using safety and operational suitability metrics computed from a large number of representative encounters. Results suggest that although the four candidate DAA Well Clear definitions provide comparable safety, the alerting characteristics give preference for the DAA Well Clear definition without a temporal parameter.

Description: e aerodynamic effects of Cold Soaked Fuel Frost have become increasingly significant as airworthiness authorities have been asked to allow it during aircraft take-off. The Federal Aviation Administration and the Finnish Transport Safety Agency signed a Research Agreement in aircraft icing research in 2015 and started a research co-operation in frost formation studies, computational fluid dynamics for ground de/anti-icing fluids, and de/anti-icing fluids aerodynamic characteristics. The main effort has been so far on the formation and aerodynamic effects of CSFF. To investigate the effects, a generic high-lift common research wind tunnel model and DLR-F15 airfoil, representing the wing of a modern jet aircraft, was built including a wing tank cooling system. Real frost was generated on the wing in a wind tunnel test section and the frost thickness was measured with an Elcometer gauge. Frost surface geometry was measured with laser scanning and photogrammetry. The aerodynamic effect of the frost was studied in a simulated aircraft take-off sequence, in which the speed was accelerated to a typical rotation speed and the wing model was then rotated to an angle of attack used at initial climb. Time histories of the lift coefficient were measured with a force balance. The experiments showed that depending on the ambient temperature the frost may evaporate/melt during the take-off sequence. Lift losses after rotation with CSFF contamination at ambient temperatures of 4 to 7C above freezing point were measured to be 4 to 5 % for roughness values, k/c, below 10(exp -3). For comparison, lift loss tests with typical anti-icing fluids were to roughly equal lift losses. This paper gives an overview of the performed activities.

Description: The newly developed Trajectory Option Set (TOS), a preference-weighted set of alternative routes submitted by flight operators, is a capability in the U.S. traffic flow management system that enables automated trajectory negotiation between flight operators and Air Navigation Service Providers. The objective of this paper is to describe and demonstrate an approach for automatically generating pre-departure and airborne TOSs that have a high probability of operational acceptance. The approach uses hierarchical clustering of historical route data to identify route candidates. The probability of operational acceptance is then estimated using predictors trained on historical flight plan amendment data using supervised machine learning algorithms, allowing the routes with highest probability of operational acceptance to be selected for the TOS. Features used describe historical route usage, difference in flight time and downstream demand to capacity imbalance. A random forest was found to be the best performing algorithm for learning operational acceptability, with a model accuracy of 0.96. The approach is demonstrated for an historical pre-departure flight from Dallas/Fort Worth International Airport to Newark Liberty International Airport.

Description: When optimizing the takeoff sequence and schedule for departures at busy airports, it is important to accurately predict the taxi times from gate to runway because those are used to calculate the earliest possible takeoff times. Several airports like Charlotte Douglas International Airport show relatively long taxi times inside the ramp area with large variations, with respect to the travel times in the airport movement area. Also, the pushback process times have not been accurately modeled so far mainly due to the lack of accurate data. The recent deployment of the integrated arrival, departure, and surface traffic management system at Charlotte airport by NASA enables more accurate flight data in the airport surface operations to be obtained. Taking advantage of this system, actual pushback times and ramp taxi times from historical flight data at this airport are analyzed. Based on the analysis, a simple, data-driven prediction model is introduced for estimating pushback times and ramp transit times of individual departure flights. To evaluate the performance of this prediction model, several machine learning techniques are also applied to the same dataset. The prediction results show that the data-driven prediction model is as good as the machine learning algorithms when comparing various prediction performance metrics.

Description: NASA is currently developing a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA's Airspace Technology Demonstration 2 (ATD-2) sub-project, through a strong partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. The Phase 1 Baseline IADS capabilities provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, tactical surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. The users of the IADS system include the personnel at the Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington Center. This paper describes the Phase 1 Baseline IADS capabilities and field evaluation conducted at CLT from September 2017 for a year. From the analysis of operations data, it is estimated that 538,915 kilograms of fuel savings, and 1,659 metric tons of CO2 emission reduction were achieved during the period with a total of 944 hours of engine run time reduction. The amount of CO2 savings is estimated as equivalent to planting 42,560 urban trees. The results have also shown that the surface metering had no negative impact on on-time arrival performance of both outbound and inbound flights. The technology transfer of Phase 1 Baseline IADS capabilities has been made to the FAA and aviation industry, and the development of additional capabilities for the subsequent phases is underway.

Description: Solar corona in 17.1nm and 19.5nmwavelengths up to three solar radii from Sun center was observed by the Solar UltraViolet Imager (SUVI) on the Geostationary Operational Environmental Satellite (GOES) 16 and GOES-17. The nominally Sun-pointed SUVI was off-pointed to the left and to the right of the Sun center at a regular cadence and a composite Extended Coronal Imaging (ECI) frame was created. The imaging area in the composite is about three times the nominal image area in the East-West direction (about 5*R(sub Sun) versus 1.6*R(sub Sun) for nominal images). The campaign was conducted in February (4 hours), June (72 hours), and August-September of 2018 (5 weeks). Limited solar CME activity during the 5-week campaign was observed in both the SUVI and LASCO C2 imagers. Some of the observations during this campaign include structures up to a few solar radii off the solar limb, and interesting coronal activity both on and off the solar disk. They are presented here.

Description: The free energy that is dissipated in a magnetic reconnection process of a solar flare, generally accompanied by a coronal mass ejection (CME), has been considered as the ultimate energy source of the global energy budget of solar flares in previous statistical studies. Here we explore the effects of the aerodynamic drag force on CMEs, which supplies additional energy from the slow solar wind to a CME event, besides the magnetic energy supply. For this purpose, we fit the analytical aerodynamic drag model of Cargill and Vrnak et al. to the heighttime profiles r(t) of LASCO/SOHO data in 14,316 CME events observed during the first 8 yr (20102017) of the Solar Dynamics Observatory era (ensuring EUV coverage with AIA). Our main findings are (1) a mean solar wind speed of w = 472 414 km s(exp 1), (2) a maximum drag-accelerated CME energy of E(drag) 〈~2 10(exp32) erg, (3) a maximum flare-accelerated CME energy of E(flare 〈~1.5 10(exp33) erg, (4) the ratio of the summed kinetic energies of all flare accelerated CMEs to the drag-accelerated CMEs amounts to a factor of 4, (5) the inclusion of the drag force slightly lowers the overall energy budget of CME kinetic energies in flares from 7% to 4%, and (6) the arrival times of CMEs at Earth can be predicted with an accuracy of 23%.

Description: This presentation reviews voluntary safety reports received by NASA's Aviation Safety Reporting System pertaining to safety issues related to Ground Operations.

Description: This presentation describes the manner in which the ATD-2 began consuming data from SWIM and gradually built new services to satisfy in its mission. This lessons learned from this work indicate that additional data-rich services will be required in the future. This also led to the development of data pre-processing and mediation services that are now of much interest to the community. The presentation mentions some of the barriers to progress that exist for those seeking to use SWIM flight data, and NASA's desire to share its lessons learned with the aviation community.

Description: Resolving the complex three-dimensional turbulent structures that characterize the solar wind requires contemporaneous spatially and temporally distributed measurements. HelioSwarm is a mission concept that will deploy multiple, co-orbiting satellites to use the solar wind as a natural laboratory for understanding the fundamental, universal process of plasma turbulence. The HelioSwarm transfer trajectory and science orbit use a lunar gravity assist to deliver the ESPA-class nodes attached to a large data transfer hub to a P/2 lunar resonant orbit. Once deployed in the science orbit, the free-flying, propulsive nodes use simple Cartesian relative motion patterns to establish baseline separations both along and across the solar wind flow direction.

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Description: The Commercial Aviation Safety Team (CAST) has identified a set of safety enhancements to mitigate the risks of loss of control in-flight (LOCI) accidents and incidents involving commercial transport airplanes. In support of this, NASA has been developing technologies intended to enhance flight crew awareness of airplane systems, attitude, and energy state. This report describes preliminary ideas for a methodology to assess the goodness of onboard airplane energy state and automation mode prediction functions. The methodology is intended to contribute to the goal of moving these prediction technologies to the readiness level required for transition to industry and reduce the technology certification risks. In addition, this report describes a simulation-based approach named CASPEr (Characterization of Airplane State Prediction Error) to characterize the performance of these predictive functions over a wide range of operational conditions. The first exploratory version of this approach is described. The bulk of the report documents the initial results of tests to characterize the performance of an airplane trajectory prediction function. Future reports will give additional performance characterization results for this function and a complete description of the proposed methodology to assess such functions.

Description: This report presents data analysis results for a simulation-based approach named CASPEr (Characterization of Airplane State Prediction Error) to characterize the performance of onboard energy state and automation mode prediction functions for terminal area arrival and approach phases of flight over a wide range of conditions. In particular, the results include quantification of energy state (i.e., altitude and airspeed) prediction performance, models for prediction performance as a function of initial energy state (i.e., initial altitude, airspeed, and weight) and weather factors, and analysis of outlier prediction performance. Wind speed, wind direction, and wind gradient were found to be major factors in energy state prediction performance. Initial energy and gust intensity were also significant factors in airspeed prediction performance. Furthermore, the results suggest that errors in automation mode prediction may be a major contributor to outlier prediction performance.

Description: Solar activity predictions using the data assimilation approach have demonstrated great potential to build reliable long-term forecasts of solar activity. In particular, it has been shown that the Ensemble Kalman Filter (EnKF) method applied to a non-linear dynamo model is capable of predicting solar activity up to one sunspot cycle ahead in time, as well as estimating the properties of the next cycle a few years before it begins. These developments assume an empirical relationship between the mean toroidal magnetic field flux and the sunspot number. Estimated from the sunspot number series, variations of the toroidal field have been used to assimilate the data into the Parker-Kleeorin-Ruzmakin (PKR) dynamo model by applying the EnKF method. The dynamo model describes the evolution of the toroidal and poloidal components of the magnetic field and the magnetic helicity. Full-disk magnetograms provide more accurate and complete input data by constraining both the toroidal and poloidal global field components, but these data are available only for the last four solar cycles. In this presentation, using the available magnetogram data, we discuss development of the methodology and forecast quality criteria (including forecast uncertainties and sources of errors). We demonstrate the influence of limited time series observations on the accuracy of solar activity predictions. We present EnKF predictions of the upcoming Solar Cycle 25 based on both the sunspot number series and observed magnetic fields and discuss the uncertainties and potential of the data assimilation approach.

Description: The primary objective of this study was to capture pilot feedback and decision-making with regard to proposed, hypothetical, go-around criteria that were developed based on previous research. A secondary objective of the study was to assess crew members' awareness of the aircraft state on approach. An experiment was conducted using Boeing 737-800 and Airbus A330-200 level D full-flight simulators, in which pilots flew multiple approaches which were on the borderline of the proposed go-around criteria at 300 ft. Pilots were instructed that they could either execute a go-around or land the airplane on each run, forcing a decision for the borderline cases at 300 ft. Pilots were instructed to go around if the aircraft was outside of the go-around criteria at 300 ft or if either pilot was uncomfortable with the approach. The results revealed that: 1) the most important factors which drove go-around decision-making during the experiment were airspeed and localizer deviation, 2) the objective data suggested that the 300-ft gate is viable, although many pilots were still uncomfortable with that gate height; perhaps more emphasis on checking stability at 1,000 ft and 500 ft would make more pilots comfortable with the 300-ft go-around gate, 3) allowing for momentary deviations should be considered, and 4) the acceptability of the criteria is highly dependent on given pilot's risk tolerance. Overall, the proposed criteria performed well, and most pilots would find the criteria acceptable with some minor adjustments.

Description: Polarized K-coronal brightness (pB) of the solar corona can be measured by taking four successive coronal brightness images through a linear polarizer, by turning it through four successive angles in intervals of 45 and using a standard formula to measure pB from the total coronal brightness (TB) that contains both the polarized K- and the unpolarized F-coronal brightness. The question is: will the time-dependent, highly dynamic corona illuminate each pixel with the same brightness during the time it takes to take the four successive images? To mitigate this problem we now have the polarization camera, in which, each super-pixel is made up of four sub-pixels, and built in to these four sub-pixels is a polarization mask that contains four linear polarizers orientated at four angles 45 apart. This allows the measurement of pB to be made in a single exposure. Here, the question is: will the variations of the coronal brightness in the four adjacent sub-pixels in a super-pixel be sufficiently negligible to assume that they observe the same part of the corona? This article looks for answers to these two questions by conducting two synthetic experiments to measure the electron temperature in the plane of the sky on a spherically asymmetric model (SAM) corona by first using a linear polarizer, and then replacing it with a polarization camera and use statistical analyses to determine how well the measured temperature matched the true temperature for the two cases.

Description: No abstract available

Description: Multiwavelength ultraviolet (UV) observations by the Interface Region Imaging Spectrograph satellite in active region NOAA 12529 have recently pointed out the presence of long-lasting brightenings, akin to UV bursts, and simultaneous plasma ejections occurring in the upper chromosphere and transition region during secondary flux emergence. These signatures have been interpreted as evidence of small-scale, recurrent magnetic reconnection episodes between the emerging flux region (EFR) and the preexisting plage field. Here we characterize the UV emission of these strong, intermittent brightenings and study the surge activity above the chromospheric arch filament system (AFS) overlying the EFR. We analyze the surges and the cospatial brightenings observed at different wavelengths. We find an asymmetry in the emission between the blue and red wings of the Si iv 1402 and Mg ii k 2796.3 lines, which clearly outlines the dynamics of the structures above the AFS that form during the small-scale eruptive phenomena. We also detect a correlation between the Doppler velocity and skewness of the Si iv 1394 and 1402 line profiles in the UV burst pixels. Finally, we show that genuine emission in the Fe xii 1349.4 line is cospatial to the Si iv brightenings. This definitely reveals a pure coronal counterpart to the reconnection event.

Description: Over the solar-activity cycle, there are extended periods where significant discrepancies occur between the spacecraft-observed total (unsigned) open magnetic flux and that determined from coronal models. In this article, the total open heliospheric magnetic flux is computed using two different methods and then compared with results obtained from insitu interplanetary magnetic-field observations. The first method uses two different types of photospheric magnetic-field maps as input to the WangSheeleyArge (WSA) model: i) traditional Carrington or diachronic maps, and ii) Air Force Data Assimilative Photospheric Flux Transport model synchronic maps. The second method uses observationally derived helium and extreme-ultraviolet coronal-hole maps overlaid on the same magnetic-field maps in order to compute total open magnetic flux. The diachronic and synchronic maps are both constructed using magnetograms from the same source, namely the National Solar Observatory Kitt Peak Vacuum Telescope and Vector Spectromagnetograph. The results of this work show that the total open flux obtained from observationally derived coronal holes agrees remarkably well with that derived from WSA, especially near solar minimum. This suggests that, on average, coronal models capture well the observed large-scale coronal-hole structure over most of the solar cycle. Both methods show considerable deviations from total open flux deduced from spacecraft data, especially near solar maximum, pointing to something other than poorly determined coronal-hole area specification as the source of these discrepancies.

Description: Solar flares often display pulsating and oscillatory signatures in the emission, known as quasi-periodic pulsations (QPP). QPP are typically identified during the impulsive phase of flares, yet in some cases, their presence is detected late into the decay phase. Here, we report extensive fine structure QPP that are detected throughout the large X8.2 flare from 2017 September 10. Following the analysis of the thermal pulsations observed in the Geostationary Operational Environmental Satellite/X-ray sensor and the 131 channel of Solar Dynamics Observatory/Atmospheric Imaging Assembly, we find a pulsation period of ~65 s during the impulsive phase followed by lower amplitude QPP with a period of ~150 s in the decay phase, up to three hours after the peak of the flare. We find that during the time of the impulsive QPP, the soft X-ray source observed with the Reuven Ramaty High Energy Solar Spectroscopic Imager rapidly rises at a velocity of approximately 17 km/s following the plasmoid/coronal mass ejection eruption. We interpret these QPP in terms of a manifestation of the reconnection dynamics in the eruptive event. During the long-duration decay phase lasting several hours, extended downward contractions of collapsing loops/plasmoids that reach the top of the flare arcade are observed in EUV. We note that the existence of persistent QPP into the decay phase of this flare are most likely related to these features. The QPP during this phase are discussed in terms of magnetohydrodynamic wave modes triggered in the post-flaring loops.

Description: Spatially-resolved observations from the IRIS, SDO/AIA, and other space mission and ground-based telescopes, coupled with realistic 3D RMHD simulations, are a powerful tool for analysis of processes in the solar atmosphere. To better understand the dynamical and thermodynamic properties in the simulation data and their connection to observations, it is essential to determine similarities in the behaviors of the synthesized and observed emission. However, the complexity of observational data and physical processes makes comparison of observations and modeling results difficult. In this work, we show the initial results of application of K-Means clustering (unsupervised machine learning) algorithm to two different problems: 1) recognition of the typical spectroscopic line profiles observed by IRIS during solar flares and their typical dynamic behavior; 2) recognition of shocks and heating events in synthetic AIA emission data obtained from StellarBox quiet-Sun simulations. The average silhouette width technique for the KMeans algorithm is utilized in different ways to obtain optimal numbers of clusters. We discuss application of the emission clustering to visualizations of the computational volume, understanding its evolutionary trends and behavior patterns, and inversion (reconstruction) of physical properties of the solar atmosphere from synthesizes emission data.

Description: The magnetic field configurations associated with interplanetary coronal mass ejections (ICMEs) are the in situ manifestations of the entrained magnetic structure associated with coronal mass ejections (CMEs). We present a comprehensive study of the internal magnetic field configurations of ICMEs observed at 1 AU by the Wind mission during 1995-2015. The goal is to unravel the internal magnetic structure associated with the ICMEs and establish the signatures that validate a flux-rope structure. We examine the expected magnetic field signatures by simulating spacecraft trajectories within a simple flux rope, i.e., with circularcylindrical (CC) helical magnetic field geometry. By comparing the synthetic configurations with the 353 ICME in situ observations, we find that only 152 events ( Fr ) display the clear signatures of an expected axial-symmetric flux rope. Two more populations exhibit possible signatures of flux rope; 58 cases ( F ) display a small rotation ( 〈90 ) of the magnetic field direction, interpreted as a large separation of the spacecraft from the center, and, 62 cases ( F+ ) exhibit larger rotations, possibly arising from more complex configuration. The categories, Cx (14%) and E events (9%), reveal signatures of complexity possibly related with evolutionary processes. We then reconstruct the flux ropes assuming CC geometry. We examine the orientation and geometrical properties during the solar activity levels at the end of Solar Cycle 22 (SC22), SC23 and part of SC24. The orientation exhibits solar cycle trends and follow the heliospheric current sheet orientation. We confirm previous studies that found a Hale cycle dependence of the poloidal field reversal. By comparing our results with the occurrence of CMEs with large angular width ( AW〉60 ) we find a broad correlation suggesting that such events are highly inclined CMEs. The solar cycle distribution of bipolar vs. unipolar Bz configuration confirms that the CMEs may remove solar cycle magnetic field and helicity.

Description: As the surface system is deployed across the NAS and fully integrated with existing FAA decision support, the roles of both ATC and Operators are expected to change. This will discuss first hand examples of this evolution as experienced at CLT.

Description: In winter snow conditions, aircraft need inspection for deicing service before takeoff. Deicing service is a procedure to remove frost, ice, slush, or snow from aircraft for safe operation. Deicing operations vary by airport in many ways. Some airports have designated deicing zones, whereas some use a closed runway or terminal area to perform the procedure. Nonetheless, deicing operations add extra workloads to controllers, and cause increased taxi traffic on the ground. NASA and Korea Aerospace Research Institute (KARI) have been collaborating to model deicing operations at Incheon International Airport (ICN). This paper describes the deicing model and the study of deicing operations in departure scheduling using fast time simulations. The deicing model uses a heuristic algorithm for deicing zone assignment. In the fast time simulations, the model uses probability distributions derived from actual operation data to model deicing request and deicing zone time. It is envisioned that such a deicing model can be useful in airport surface scheduling to provide decision support and improve traffic management performance in winter snow operations.

Description: Evidence collected and explanation of the metrics used that demonstrate benefit from early electronic scheduling of departing flights from CLT into other airports which leverage Earliest Off Block Times (EOBTs) and Time-Based Flow Management automation.

Description: This presentation describes how the fast-time simualtion and modeling techniques are used in the development of ATD-2 system, especially for surface traffic data anlaysis. This presentation will answer the following questions: What analytical results are most important to communicate to Industry from ATD-2 simulation? What fast-time simulations are currently in the works, including EOBT quality impact study and benefits/costs assessment of ATD-2?

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Description: The current system used by the FAA to schedule arrivals is the Traffic Based Flow Manager (TBFM). It is a centralized system that gives an operator (airline) no influence over scheduled times of arrival assigned to its flights. Future systems for managing arrival scheduling are proposed as distributed systems. Such a system is called upon to give operators influence to schedule and negotiate resources for their flights, and to resolve other technical challenges, such as eliminating a single point of failure. A distributed system for managing diverse air traffic will need the capability of computing a schedule for the given arriving flights in a way that complies with the operational constraints. This paper contributes an algorithm that computes such a schedule. Although developed as part of an effort toward a distributed system, the algorithm itself is neither inherently distributed nor inherently centralized and can be used in either type of system.

Description: Ultraviolet polarimetry offers a unique opportunity to explore the upper solar chromosphere and the transition region (TR) to the million-degree corona. These outer atmospheric regions play a key role in the transfer of mass and energy from the solar photosphere to the corona. With a sounding rocket experiment called the Chromospheric Lyman-Alpha Spectro-Polarimeter (CLASP), in September 2015 we succeeded in obtaining the first measurement of the linear polarization produced by scattering processes in the hydrogen Lyman-alpha line of the solar disk radiation. The analysis and interpretation of such spectro-polarimetric observation allowed us to obtain information on the geometrical complexity of the corrugated surface that delineates the TR, as well as on the magnetic field strength via the Hanle effect. At the same time, the CLASP slit-jaw (SJ) optics system, which is a Lyman-alpha filter imager characterized by a FWHM (Full Width Half Maximum) equals 7 nanometers, allowed us to obtain broad-band Stokes-I and Q/I images over a large field of view. The obtained broad-band Q/I images are dominated by the scattering polarization signals of the Lyman-alpha wings, and not by the much weaker line-center signals where the Hanle effect operates. On April 11, 2019, we performed another sounding rocket experiment, called the Chromospheric LAyer Spectro-Polarimeter (CLASP2). We used the same instrument after significant modifications in order to obtain spectro-polarimetric observations of a plage and a quiet region in the Mg II h & k lines. At the same time, the CLASP2 SJ optics system allowed us to obtain broad-band Q/I and U/I images around the Lyman-alpha wavelength, in addition to the well- known SJ intensity images.

Description: No abstract available

Description: This presentation provides an overview of ramp traffic control (RTC) and ramp manager traffic console (RMTC) features of ATD-2 Integrated Arrival, Departure, and Surface (IADS) system and will discuss operational use cases that cover surface metering, notification and optional hold of APREQ (approval request/call for release), EDCT (expected departure clearance time), and ground stops.

Description: This presentation presents the capabilities of the Airspace Technology Demonstration 2 (ATD-2) Integrated Arrival, Departure, and Surface (IADS) system as a surface decision support tool for users, including Air Traffic Control (ATC) personnel working at the tower and Center facilities and airline Ramp personnel. The ATD-2 IADS capabilities include data exchange and integration, modeling and scheduling, surface metering, and departure scheduling for overhead stream insertion of constrained flights.

Description: The Urban Air Mobility (UAM) Market Study is an in-depth study for ODM market leveraging identified key technicalbarriers to understand community interests and market conditions from all aspects such as regulations, economics,public acceptance, airspace operations and safety.

Description: This presentation reviews voluntary safety reports received by NASA's Aviation Safety Reporting System pertaining to safety issues related to incorrect part installation.

Description: This presentation reviews voluntary safety reports received by NASA's Aviation Safety Reporting System pertaining to Dispatch Operations.

Description: This presentation is to provide an overview of NASA's Unmanned Aircraft Systems (UAS) Traffic Management research and testing. The content presents the background and need for a UTM system and the concept elements incorporated in the approach. The testing conducted within the project, the architecture, and overall impact of the research is presented as well.

Description: No abstract available

Description: This article provides new evidence for a third harmonic component in the electromagnetic radiation generated by interplanetary type III solar radio bursts observed locally near 1 AU. This evidence comes mainly from the analysis of the low-frequency radio emissions observed by the Wind spacecraft. The analysis examines, at high-time and high-frequency resolution, the local type III radiation that is occasionally observed at Wind. The associated Langmuir waves and energetic electron beams, as well as simultaneous observations from the Solar Terrestrial Relations Observatory (STEREO) and Ulysses spacecraft where possible, are used to confirm the local nature of the observed radiation and to help identify the solar origin. We find that the detection of a third harmonic component in the local type III radiation near 1 AU is exceedingly rare. However, our analyses indicate that, in addition to the more commonly observed second harmonic component, a third harmonic component is sometimes conspicuously evident in the local type III radiation. We find that the third harmonic component, when observed, is less intense than the second harmonic component, with the intensity ratio varying between 0.3 and 0.7. Sometimes the third harmonic component is expected to be detected, but it is not observed.

Description: We present an overview of fine-scale features in the Suns atmosphere, with a focus on spicules and jets. We consider older and newer observations and theories for chromospheric spicules and coronal jets. We also consider the connection between these features and some other solar atmospheric phenomena. We then discuss the possibility that there is a continuum of jet-like features ranging from spicules to large-scale CME-producing eruptions, all driven by similar magnetic processes operating on differing corresponding size scales. Future observational and theoretical studies will help clarify further the nature of these solar events, and elucidate possible connections between them.

Description: In response to NTSB Safety Recommendation A-14-043, the FAA was asked to task a panel of human factors, aviation operations, and aircraft design specialists, such as the Avionics Systems Harmonization Working Group (ASHWG), to develop design requirements for context-dependent low energy alerting systems for airplanes engaged in commercial operations. This recommendation is in association to the July 6, 2013, accident involving a Boeing 777-200ER, Korean registration HL7742, operating as Asiana Airlines flight 214, which was on approach to runway 28L when it struck a seawall at San Francisco International Airport (SFO), San Francisco, California. The FAA asked for human factor support from NASA in developing design requirements for context-dependent low energy alerting systems for airplanes engaged in commercial operations. Recently the ASHWG chair asked for continued support in examining flightcrew alert response timing and requested that NASA update the previous working paper on this subject. This product/paper will be provided to the ASHWG as part of the ongoing assignments from each of the ASHWG members in support of developing requirements and guidance for context-dependent low energy alerting systems for airplanes. The ASHWG is made up of interested parties from government and industry.

Description: This is a continuation of part 1 discussion of the data used by ATD-2 analysts. This session will also provide an opportunity for the community input on any additional tech transfer needs for this capability.

Description: This paper presents a set of experiments designed to assess the viability of using a smaller Detect and Avoid (DAA) volume for large Unmanned Aircraft Systems (UAS) when they are trying to remain well clear of non-cooperative visual flight rules (VFR) aircraft, in compliance with Federal regulations. The current DAA volume was defined for both cooperative and non-cooperative VFR traffic by the work of RTCA Special Committee 228 in 2017, in what is referred to in this paper as the Phase 1 standards. Subsequent work by the committee has been focused on enabling operations by smaller UAS that cannot carry the heavy radars required for the Phase 1 DAA Minimum Operational Performance Standards (MOPS). The work discussed in this paper will explore whether a Phase 1 UAS using a Phase 1 radar can use the reduced non-cooperative DAA alerting volume being studied for smaller, slower Phase 2 UAS without significantly degrading system safety. The study uses UAS models and background traffic from previous Phase 1 and Phase 2 research to run an unmitigated simulation that will examine alerting performance using different DAA well clear definitions. The primary metrics are also tied to the alerting performance of the DAA system, and include average alerting times, probabilities of missed and late alerts, and the probability of a near mid-air collision given a loss of "well clear," as defined by the DAA system. Results are expected to help RTCA make the determination whether or not the DAA well clear definition for Phase 1 UAS can be reduced for non-cooperative VFR aircraft.

Description: The present research explored whether the implementation of a letter of agreement (LOA), or pre-established written terms of engagement, would reduce controller communication associated workload in a HITL study simulating a near-term UAM infrastructure with varying traffic levels. Current helicopter routes, including modified versions, and communication procedures were outlined in the LOA. Time spent communicating was reduced under both conditions featuring a LOA, for current and modified routes, compared to present day procedures without a LOA. Results suggest that utilizing current-day helicopter routes and implementing a LOA may prove beneficial for near-term low-density and low-tempo UAM operations.

Description: The Interface Region Imaging Spectrograph has routinely observed the aring Mg II near-ultraviolet (NUV) spectrum, offering excellent diagnostic potential and a window into the location of energy deposition. A number of studies have forward-modeled both the general properties of these lines and specic are observations. Generally these have forward-modeled radiation via post-processing of snapshots from hydrodynamic are simulations through radiation transfer codes. There has, however, not been a study of how the physics included in these radiation transport codes affects the solution. A baseline setup for forward-modeling Mg II in ares is presented and contrasted with approaches that add or remove complexity. It is shown for Mg II that (1) partial frequency distribution (PRD) is still required during are simulations despite the increased densities; (2) using full angle-dependent PRD affects the solution but takes signicantly longer to process a snapshot; (3) including Mg I in non-LTE (NLTE) results in negligible differences to the Mg II lines but does affect the NUV quasi-continuum; (4) only hydrogen and Mg II need to be included in NLTE; (5) ideally the nonequilibrium hydrogen populations, with nonthermal collisional rates, should be used rather than the statistical equilibrium populations; (6) an atom consisting of only the ground state, h and k upper levels, and continuum level is insufcient to model the resonance lines; and (7) irradiation from a hot, dense aring transition region can affect the formation of Mg II. We discuss modications to the RH code allowing straightforward inclusion of the transition region and coronal irradiation in ares.

Description: Gradual solar energetic ( E〉10 MeV ) particle (SEP) events and metric through kilometric wavelength type II radio bursts are usually associated with shocks driven by fast ( V 〉 900 kms-1 ) and wide ( W〉60deg ) coronal mass ejections (FW CMEs). This criterion was established empirically by several studies from solar cycle 23. The characteristic Alfven speed in the corona, which ranges over 500-1500 kms-1 at heights 〉 2 Ro, provides the minimum V requirement for a CME to drive a shock, but the general absence of SEP events or type II bursts with fast and narrow ( W〈60deg ) CMEs has not been explained. We review and confirm the earlier studies with a more comprehensive comparison of SEP events and type II bursts with fast and narrow (FN) CMEs. We offer an explanation for the lack of SEP event and type II burst associations with FN CMEs in terms of recent heuristic arguments and modeling that show that the response of a magnetized plasma to the propagation of a CME depends on the CME geometry as well as on its speed. A clear distinction is made between a projectile that propagates through the medium to produce a bow shock, and a 3D piston that everywhere accumulates material to produce a broad shock and sheath. The bow shock is unfavorable for producing SEP events and type II bursts, but the 60 deg cut-off is not explained.

Description: The NASA Traffic Aware Strategic Aircrew Requests (TASAR) concept offers onboard automation that advises the pilot of traffic compatible route modifications that would be beneficial to the flight. The Traffic Aware Planner (TAP) is the onboard automation component of TASAR. TAP was installed on three Alaska Airlines 737-900ER aircraft and used to conduct an operational evaluation of TASAR between July 24, 2018 and April 30, 2019.

Description: The most important factors determining solar coronal activity are believed to be the availability of magnetic free energy and the constraint of magnetic helicity conservation. Direct measurements of the helicity and magnetic free energy in the coronal volume are difficult, but their values may be estimated from measurements of the helicity and free energy transport rates through the photosphere. We examine these transport rates for a topologically open system such as the corona, in which the magnetic fields have a nonzero normal component at the boundaries, and derive a new formula for the helicity transport rate at the boundaries. In addition, we derive new expressions for helicity transport due to flux emergence/submergence versus photospheric horizontal motions. The key feature o four formulas is that they are manifestly gauge invariant. Our results are somewhat counterintuitive in that only the lamellar electric field produced by the surface potential transports helicity across boundaries, and the solenoidal electric field produced by a surface stream function does not contribute to the helicity transport. We discuss the physical interpretation of this result. Furthermore, we derive an expression for the free energy transport rate and show that a necessary condition for free energy transport across a boundary is the presence of a closed magnetic field at the surface, indicating that there are current systems within the volume. We discuss the implications of these results for using photospheric vector magnetic and velocity field measurements to derive the solar coronal helicity and magnetic free energy, which can then be used to constrain and drive models for coronal activity.

Description: We demonstrate that the reconnection rate at the subsolar magnetopause is stronglycontrolled by the solar wind electric field and depends weakly on the local properties of the dissipationregion. Our approach is to match the solar wind and magnetospheric states in an internal boundarylayer described by the Cassak and Shay (2007, https://doi.org/10.1063/1.2795630) expression fortwo-dimensional asymmetric reconnection. Faraday's law along the Sun-Earth line determinesthe variation of the solar wind electric field from the bow shock to the magnetopause. While themagnetospheric plasma exerts some control over the reconnection rate, magnetic flux pileup in the sheathpartially compensates for any local reduction in the reconnection rate. For a fixed magnetospheric state,the reconnection rate is shown to be directly proportional to the solar wind electric field, thus explainingwhy the solar wind electric field correlates well with geomagnetic indices.

Description: The increasing interest in low-altitude unmanned aerial vehicle (UAV) operations is bringing along safety concerns. Performance of small, low-cost UAVs drastically changes with type, size and controller of the vehicle. Their reliability is lower when compared to reliability of commercial aircrafts, and the availability of on-board sensors for health and state awareness is extremely limited due to their size and propulsion capabilities. Uncertainty plays a dominant role in such a scenario, where a variety of UAVs of different size, propulsion systems, dynamic performance and reliability enters the low-altitude airspace. Unexpected failures could have dangerous consequences for both equipment and humans within that same airspace. As a result, a number of research works and methodologies are being proposed in the area of UAV dynamic modeling, health and safety monitoring, but uncertainty quantification is rarely addressed. Thus, this paper pro- poses a perspective towards uncertainty quantification for autonomous systems, giving special emphasis to a UAV health monitoring application. A formal approach to classify uncertainty is presented; it is utilized to identify the uncertainty sources in UAVs health and operations, and then map uncertainty within a predictive process. To show the application of the methodology proposed here, the design of a model-based powertrain health monitoring algorithm for small-size UAVs is used as case study. The example illustrates how the uncertainty quantification approach can help the modeling strategy, as well as the assessment of diagnostic and prognostic performance.

Description: This presentation summarizes the technical development of low SWaP sensor in the DAA working group, SC-228.

Description: No abstract available

Description: The new features for the ATD-2 Ramp Traffic Console (RTC) and Ramp Manager Traffic Console (RMTC) released in IADS software version 4.4 are summarized here for training and documentation purposes.

Description: NASA's Airspace Technology Demonstration-3 (ATD-3) is the applied traffic flow management activity, and third in the series of ATD projects. ATD-3 provides a suite of en route automation tools, both ground and flight-deck based, that focus on improving the efficiency of en route operation from initial cruise to arrival into the Terminal Radar Approach Control (TRACON). Dynamic Routes for Arrivals in Weather (DRAW) is a technology in the ATD-3 suite that is designed to provide Traffic Managers with a capability to efficiently manage arrival traffic flow and help sustain metering operations when weather is impacting arrivals into major airports. DRAW mitigates convective weather impact on arrival metering operations by providing tools to Traffic Managers that enable efficient reroutes free of convective weather conflicts, and integrated with the arrival metering schedule(s).

Description: Airspace Technology Demonstration 2 (ATD-2) sub-project conducted a Human-in-the-Loop (HITL) simulation to assess Ramp Controllers ability to deliver aircraft to the spot within the compliance window (+/- 5 min) under various metering conditions. Compliance at the spot was similar between the different metering conditions ranging between 83% - 85% and increased to 92% - 99% when aircraft were initially compliant with gate advisories. Metering benefits that exist in the field did not appear in the simulation due to simulation artifacts such as gate holding departures in Baseline, which effectively metered the demand. The combined Target Off-Block Time (TOBT) +Target Movement Area entry Time (TMAT) condition resulted in higher workload on the Workload Assessment Keypad (WAK) than the Baseline and TOBT alone conditions, and lower situation awareness than the Baseline condition. Metering at Dallas/Fort Worth International Airport (DFW) with TOBT only or TMAT only could be equally effective, and either would be a better option than TOBT + TMAT due to increased workload and reduced situation awareness.

Description: Airspace Technology Demonstration 2 (ATD-2) sub-project conducted a human-in-the-loop (HITL) simulation to assess various strategies for Ramp controllers to deliver aircraft to the spot at a specified time. Results show that the rate of compliance with the spot time improved when Ramp controllers first complied with a gate hold advisory for pushing aircraft off the gates. Results also show that Ramp controller workload was lower when they only had to focus on complying with the gate hold advisories.