High performance turboalternator and associated hardware. 3. Design of backup gas bearings

Turboalternator gas bearing system for spacecraft electric power productio

An extensive library of 2500-10500 Ang synthetic spectra

We present a complete library of synthetic spectra based on Kurucz's codes that covers the 2500-10500 Ang wavelength range at resolving powers 20,000, 11,500 (GAIA), 8500 (RAVE), 2000 (SLOAN) and uniform dispersions of 1 and 10 Ang/pix. The library maps the whole HR diagram, exploring 51,288 combinations of atmospheric parameters spanning the ranges: 3500 <= Teff <= 47500 K, 0.0 <= log g <= 5.0, -2.5 <= [M/H] <= 0.5, [alpha/Fe] = 0.0,+0.4, xi =1,2,4 km/sec, 0 <= Vrot <= 500 km/sec. The spectra are available both as absolute fluxes as well as continuum normalized. Performance tests and foreseen spectroscopic applications of the library are discussed, including automatic classification of data from surveys like RAVE, SLOAN, GAIA. The entire library of synthetic spectra is accessible via http://archives.pd.astro.it/2500-10500/ or (for the 1 AA/pix version only) http://gaia.esa.int/spectralib/spectralib1A/SpectraLib1a.cfmComment: A&A, revised versio

Estimating economic severity of Air Traffic Flow Management regulations

The development of trajectory-based operations and the rolling network operations plan in European air traffic management network implies a move towards more collaborative, strategic flight planning. This opens up the possibility for inclusion of additional information in the collaborative decision-making process. With that in mind, we define the indicator for the economic risk of network elements (e.g., sectors or airports) as the expected costs that the elements impose on airspace users due to Air Traffic Flow Management (ATFM) regulations. The definition of the indicator is based on the analysis of historical ATFM regulations data, that provides an indication of the risk of accruing delay. This risk of delay is translated into a monetary risk for the airspace users, creating the new metric of the economic risk of a given airspace element. We then use some machine learning techniques to find the parameters leading to this economic risk. The metric is accompanied by an indication of the accuracy of the delay–cost prediction model. Lastly, the economic risk is transformed into a qualitative economic severity classification. The economic risks and consequently economic severity can be estimated for different temporal horizons and time periods providing an indicator which can be used by Air Navigation Service Providers to identify areas which might need the implementation of strategic measures (e.g., resectorisation or capacity provision change), and by Airspace Users to consider operation of routes which use specific airspace regions

Capacity sharing within Virtual Centre: How much delay can be reduced?

Airspace Architecture Study proposed the future Single European Airspace System, based on modern technologies that could divide the air traffic service provision from local infrastructure for data provision, enabling the decoupling of geographical location from the service provision. This decoupling would enable virtualisation where service providers could use data from the common data services, opening doors to different organisation of air traffic service provision, namely more advanced capacity sharing. Virtualisation concept is still under development and several recent studies evaluated some aspects of virtualisation in ATM, but did not yet address in detail the impacts of different Virtual Centre implementation scenarios. In this paper, we propose a linear optimisation model to evaluate the impact of virtualisation and capacity sharing in terms of delay reduction. We show that taking into account the current airspace design and air traffic management resources, even the air navigation service providers that accumulate the highest capacity-caused delays could decrease those in the range of 25-50% up to about 80% through internal collaboration. Furthermore, the decrease of over 50% of the total capacity caused delays could be obtained if FABEC1 were to form a Virtual Centre, and the decrease of about 90% of the total European delay if the Single European Sky (SES) area would form a Virtual Centre. The analysed capacity sharing collaborations indicate the possibility of significant delay reductions, but would not be sufficient, on their own, to eliminate capacity-caused issues in Europe

Trajectory Clustering for Air Traffic Categorisation

Availability of different types of data and advances in data-driven techniques open the path to more detailed analyses of various phenomena. Here, we examine the insights that can be gained through the analysis of historical flight trajectories, using data mining techniques. The goal is to learn about usual (or nominal) choices airlines make in terms of routing, and their relation with aircraft types and operational flight costs. The clustering is applied to intra-European trajectories during one entire summer season, and a statistical test of independence is used to evaluate the relations between the variables of interest. Even though about half of all flights are less than 1000 km long, and mostly operated by one airline, along one trajectory, the analysis shows that, for longer flights, there exists a clear relation between the trajectory clusters and the operating airlines (in about 49% of city pairs) and/or the aircraft types (30%), and/or the flight costs (45%)

GAIA accuracy on radial velocities assessed from a synthetic spectra database

Spectrograph aboard the GAIA satellite operates in the near-IR, in the 8490-- 8740 \AA window accessible also from the ground. The most important parameter yet to be determined is the spectral resolution. Realistic estimates of the zodiacal light background are obtained and a total of $2\times 10^5$ correlation runs are used to study the accuracy of radial velocity measured by the spectrograph as a function of resolution, magnitude of the target, its spectral type and luminosity class. Accuracy better than 2 km/s is achievable for bright stars if a high enough dispersion is chosen. Radial velocity error of 5 km/s is at $V=17.5$ for Cepheids and at 17.7 for horizontal branch stars. Even for very faint objects, with spectra dominated by background and readout noise, the optimal dispersion is still in the 0.25 / 0.75 \AA/pix range. This is also true for complicated cases such as spectroscopic binaries or if information other than radial velocity, i.e. abundances of individual elements or stellar rotation velocity, is sought after. The results can be scaled to assess performance of future ground based instruments.Comment: accepted for publication in Astronomy and Astrophysics, 8 pages, 4 figure

Construct, Merge, Solve and Adapt: Application to the repetition-free longest common subsequence problem

In this paper we present the application of a recently proposed, general, algorithm for combinatorial optimization to the repetition-free longest common subsequence problem. The applied algorithm, which is labelled Construct, Merge, Solve & Adapt, generates sub-instances based on merging the solution components found in randomly constructed solutions. These sub-instances are subsequently solved by means of an exact solver. Moreover, the considered sub-instances are dynamically changing due to adding new solution components at each iteration, and removing existing solution components on the basis of indicators about their usefulness. The results of applying this algorithm to the repetition-free longest common subsequence problem show that the algorithm generally outperforms competing approaches from the literature. Moreover, they show that the algorithm is competitive with CPLEX for small and medium size problem instances, whereas it outperforms CPLEX for larger problem instances.Peer ReviewedPostprint (author's final draft

Flight flexibility in strategic traffic planning: visualisation and mitigation use case

The concept of strategic traffic planning that takes into account changing airspace configurations, their capacity, and allows the quantification of flight flexibility is presented in this paper: the visualization of the results and an example of possible use. The concept is implemented through two deterministic optimization models. Here, we focus on the output of the models, which identifies the departure times, trajectories, flight flexibility and the list of saturated sector-hours throughout the day, based on the configurations used during the day. In order to make the output understandable to various stakeholders, we use a visualization tool and a set of performance indicators. The information on the saturated sectors, and their impact on flexibility (criticality index) is taken as an input in the example of mitigation action application by Air Navigation Service Providers, aimed at improving the situation. A mitigation strategy of increasing capacity of saturated airspace is implemented, and results show that the improvements in flexibility can be achieved