Critical Current Longitudinal and Transverse Strain Sensitivities of High JC Nb3Sn Conductors

Characterizing critical current IC of Nb3Sn strands as function of a strain is very important for large high field superconducting magnet applications such as the superconducting outsert coil of the series-connected hybrid at the NHMFL and the ITER magnets. Apparatuses for measuring IC versus longitudinal strain and transverse stress have been developed and used at the NHMFL. We have characterized the IC strain sensitivities of a few candidate strands for the series-connected-hybrid. In addition, IC irreversibility strains are measured for the recently developed ITER high JC strands. The different strain sensitivities for different strands are discussed.Comment: 4 pages, 6 figure

Recommendation on how avoid Interference Issues in companion and organized avalanche rescue

Electronic avalanche rescue devices such as 457kHz transceivers and Recco are today the primary search tools in companion and organized rescue. The requirement for a long receive range in order to shorten rescue time asks for highly sensitive receivers. Such highly sensitive receivers are vulnerable to be influenced by interference from other electronic devices, but as well metal parts and passive electronics may detune the antennas or act as a unwanted reflector in the case of a Recco search. The percentage of users who carry a wide range of electronic devices such as mobile phones, helmet cameras, music players, heart rate monitors etc in the outdoors has considerably increased over time and therefore the negative influence on an efficient search effort has in several cases lead to loss of valuable rescue time and greatly disturbed the rescuers on the accident site. The study includes a detailed analysis on the mechanisms of interference, a matrix of influence and potential consequences as well as a new, user group specific recommendation on how to avoid interference issues in companion and organized rescue

Management by Trajectory Trade Study of Roles and Responsibilities Between Participants and Automation Report

This report describes a trade study of roles and responsibilities associated with the Management by Trajectory (MBT) concept. The MBT concept describes roles, responsibilities, and information and automation requirements for providing air traffic controllers and managers the ability to quickly generate, evaluate and implement changes to an aircraft's trajectory. In addition, the MBT concept describes mechanisms for imposing constraints on flight operator preferred trajectories only to the extent necessary to maintain safe and efficient traffic flows, and the concept provides a method for the exchange of trajectory information between ground automation systems and the aircraft that allows for trajectory synchronization and trajectory negotiation. The participant roles considered in this trade study include: airline dispatcher, flight crew, radar controller, traffic manager, and Air Traffic Control System Command Center (ATCSCC) traffic management specialists. The proposed allocation of roles and responsibilities was based on analysis of several use cases that were developed for this purpose as well as for walking through concept elements. The resulting allocation of roles and responsibilities reflects both increased automation capability to support many aviation functions, as well as increased flexibility to assign responsibilities to different participants - in many cases afforded by the increased automation capabilities. Note that the selection of participants to consider for allocation of each function is necessarily rooted in the current environment, in that MBT is envisioned as an evolution of the National Airspace System (NAS), and not a revolution. A key feature of the MBT allocations is a vision for the traffic management specialist to take on a greater role. This is facilitated by the vision that separation management functions, in addition to traffic management functions, will be carried out as trajectory management functions. This creates an opportunity for flexibility, allowing the traffic management specialist to carry out tasks that today can only be carried out by the controller currently in contact with the aircraft. This additional tasking for the traffic management specialist comes with requirements for workload management. An increased role for the Data-side (D-side) controller relative to the Radar-side (R-side) controller is a potential approach to mitigating workload for the traffic management specialist, as the D-side controller would have similar ability to perform separation management functions in what today might be considered the "trajectory management" timeframe. This analysis did not distinguish between the D-side and R-side controllers since in many cases the R-side controller works unassisted

Management by Trajectory: Trajectory Management Study Report

In order to realize the full potential of the Next Generation Air Transportation System (NextGen), improved management along planned trajectories between air navigation service providers (ANSPs) and system users (e.g., pilots and airline dispatchers) is needed. Future automation improvements and increased data communications between aircraft and ground automation would make the concept of Management by Trajectory (MBT) possible

Initial Concept of Operations for Full Management by Trajectory

This document describes Management by Trajectory (MBT), a concept for future air traffic management (ATM) in which flights are assigned four-dimensional trajectories (4DTs) through a negotiation process between the Federal Aviation Administration (FAA) and flight operators that respects the flight operator's goals while complying with National Airspace System (NAS) constraints

Concept of Operations for Management by Trajectory

This document describes Management by Trajectory (MBT), a concept for future air traffic management (ATM) in which every flight operates in accordance with a four-dimensional trajectory (4DT) that is negotiated between the airspace user and the Federal Aviation Administration (FAA) to respect the airspace user's goals while complying with National Airspace System (NAS) constraints. In the present-day NAS, the ATM system attempts to predict the trajectory for each flight based on the approved flight plan and scheduled or controlled departure time. However, once the aircraft starts to move, controllers tactically manage the aircraft to implement traffic management restrictions, separate otherwise conflicting aircraft, and address arising NAS constraints. Tactical controller actions are not directly communicated to the automation systems or other stakeholders. Furthermore, the initial trajectory prediction does not anticipate these disruptions or how they will impact the flight. Consequently, and compounded by gaps in required data and models, trajectory predictions are less accurate than possible, which affects Traffic Flow Management (TFM) performance. A cornerstone of the MBT concept is that all air vehicles have, at all times, an assigned 4DT from their current state to their destination. These assigned trajectories consist of trajectory constraints and descriptions. Pilots and air traffic controllers, with the aid of automation, operate the aircraft to comply with the assigned trajectory, unless first negotiating a revision. Equipped aircraft have substantial responsibility for complying with the assigned trajectory without controller intervention. To maximize the operational flexibility available to the airspace user, the assigned trajectory only imposes trajectory constraints as required to achieve the ATM goals of NAS constraint compliance and aircraft separation. Trajectory descriptions are added to the assigned trajectory to ensure sufficient predictability. To further improve trajectory prediction accuracy, airspace users supplement the assigned trajectory by broadcasting intent information and updating it as necessary. Air vehicle intent is a more detailed description of the airspace user's plan for how the flight will fly the assigned trajectory. Air vehicle intent can change freely, without negotiation, as long as it remains in compliance with the assigned trajectory. Aircraft assigned trajectories, air vehicle intent, and predicted trajectories are shared, creating a common view among stakeholders. A NAS Constraint Service gathers and publishes information about all known NAS constraints, enabling airspace users to be informed participants in trajectory negotiation. Trajectory constraints in the assigned trajectory are mapped to NAS constraints to facilitate identifying which aircraft are affected when NAS constraints change. To support efficient trajectory negotiation, all aircraft provide current information about air vehicle capabilities. Assigned trajectories are constructed to satisfy all known NAS constraints, improving trajectory stability and predictability. Uncertainty and disruptions are handled by modifying the assigned trajectory as far in advance as possible. By proactively negotiating changes to the assigned trajectory, rather than relying on controller-selected tactical actions such as vectors to resolve traffic conflicts or implement miles-in-trail restrictions, MBT keeps aircraft on closed trajectories that are fully known to all stakeholders. Since reactive air traffic control actions cannot be predicted in advance, the downstream trajectory cannot be accurately predicted until they happen. Reliable trajectory predictions allow the system to identify needed modifications to trajectories further in advance, where they can be negotiated and communicated as amendments (i.e., additional or altered trajectory constraints) to the assigned trajectory. Decision Support Tools (DSTs) aid controllers in rapidly defining and communicating closed trajectories to the aircraft and support all stakeholders in trajectory negotiation. Anticipated MBT benefit mechanisms include more accurate trajectory predictions, improved ATM performance and robustness to off-nominal conditions, increased flexibility and operational efficiency, reduced impediments to emerging classes of airspace users accessing NAS resources, reduced environmental impacts, and enhanced safety

Lightweighting design optimisation for additively manufactured mirrors

Design for additive manufacture (AM; 3D printing) is significantly different than design for subtractive machining. Although there are some limitations on the designs that can be printed, the increase in the AM design-space removes some of the existing challenges faced by the traditional lightweight mirror designs; for example, sandwich mirrors are just as easy to fabricate as open-back mirrors via AM, and they provide an improvement in structural rigidity. However, the ability to print a sandwich mirror as a single component does come with extra considerations; such as orientation upon the build plate and access to remove any temporary support material. This paper describes the iterations in optimisation applied to the lightweighting of a small, 84 mm diameter by 20 mm height, spherical concave mirror intended for CubeSat applications. The initial design, which was fabricated, is discussed in terms of the internal lightweighting design and the design constraints that were imposed by printing and post-processing. Iterations on the initial design are presented; these include the use of topology optimisation to minimise the total internal strain energy during mirror polishing and the use of lattices combined with thickness variation i.e. having a thicker lattice in strategic support locations. To assess the suitability of each design, finite element analysis is presented to quantify the print-through of the lightweighting upon the optical surface for a given mass reduction

Additively manufactured mirrors for CubeSats

Additive manufacturing (AM; 3D printing) is a fabrication process that builds an object layer-upon-layer and promotes the use of structures that would not be possible via subtractive machining. Prototype AM metal mirrors are increasingly being studied in order to exploit the advantage of the broad AM design-space to develop intricate lightweight structures that are more optimised for function than traditional open-back mirror lightweighting. This paper describes a UK Space Agency funded project to design and manufacture a series of lightweighted AM mirrors to fit within a 3 U CubeSat chassis. Five AM mirrors of identical design will be presented: two in aluminium (AlSi10Mg), two in nickel phosphorous (NiP) coated AlSi10Mg, and one in titanium (Ti64). For each material mirror pair, one is hand-polished (including the Ti64) and the other is diamond turned. Metrology data, surface form error and surface roughness, will be presented to compare and contrast the different materials and post-processing methods. To assess the presence of porosity, a frequent concern for AM materials, X-ray computed tomography measurements will be presented to highlight the location and density of pores within the mirror substrate; methods to mitigate the distribution of pores near the optical surface will be described. As a metric for success, the AlSi10Mg + NiP and AlSi10Mg mirrors should be suitable in terms of metrology data for visible and infrared applications respectively