Dense Molecular Filaments Feeding a Starburst: ALMA Maps of CO(3-2) in Henize 2-10

We present ALMA CO(3-2) observations at 0.3 arcsec resolution of He2-10, a starburst dwarf galaxy and possible high-z galaxy analogue. The warm dense gas traced by CO(3--2) is found in clumpy filaments that are kinematically and spatially distinct. The filaments have no preferred orientation or direction; this may indicate that the galaxy is not evolving into a disk galaxy. Filaments appear to be feeding the active starburst; the velocity field in one filament suggests acceleration onto an embedded star cluster. The relative strengths of CO(3-2) and radio continuum vary strongly on decaparsec scales in the starburst. There is no CO(3--2) clump coincident with the non-thermal radio source that has been suggested to be an AGN, nor unusual kinematics. The kinematics of the molecular gas show significant activity apparently unrelated to the current starburst. The longest filament, east of the starburst, has a pronounced shear of FWHM $\sim40$~\kms\ across its $\sim$50~pc width over its entire $\approx 0.5$ kpc length. The cause of the shear is not clear. This filament is close in projection to a `dynamically distinct' CO feature previously seen in CO(1--0). The most complex region and the most highly disturbed gas velocities are in a region 200~pc south of the starburst. The CO(3--2) emission there reveals a molecular outflow, of linewidth FWZI $\sim$ 120-140 \kms, requiring an energy $\gtrsim 10^{53} \rm~ erg/s$. There is at present {\it no} candidate for the driving source of this outflow.Comment: This was revised 31 October to correct some typos and to replace Figure

Distributed Consensus to Enable Merging and Spacing of UAS in an Urban Environment

This paper presents a novel approach to enable multiple Unmanned Aerial Systems approaching a common intersection to independently schedule their arrival time while maintaining a safe separation. Aircraft merging at a common intersection are grouped into a network and each aircraft broadcasts its arrival time interval to the network. A distributed consensus algorithm elects a leader among the aircraft approaching the intersection and helps synchronize the information received by each aircraft. The consensus algorithm ensures that each aircraft computes a schedule with the same input information. The elected leader also dictates when a schedule must be computed, which may be triggered when a new aircraft joins the network. Preliminary results illustrating the collaborative behavior of the vehicles are presented

Ionized Gas Motions and the Structure of Feedback Near a Forming Globular Cluster in NGC 5253

We observed Brackett $\alpha$ 4.05$\mu$m emission towards the supernebula in NGC 5253 with NIRSPEC on Keck II in adaptive optics mode, NIRSPAO, to probe feedback from its exciting embedded super star cluster (SSC). NIRSPEC's Slit-Viewing Camera was simultaneously used to image the K-band continuum at $\sim$$0.1''$ resolution. We register the IR continuum with HST imaging, and find that the visible clusters are offset from the K-band peak, which coincides with the Br $\alpha$ peak of the supernebula and its associated molecular cloud. The spectra of the supernebula exhibit Br $\alpha$ emission with a strong, narrow core. The linewidths are 65-76 km s$^{-1}$, FWHM, comparable to those around individual ultra-compact HII regions within our Galaxy. A weak, broad (FWHM$\simeq$150-175 km s$^{-1}$) component is detected on the base of the line, which could trace a population of sources with high-velocity winds. The core velocity of Br $\alpha$ emission shifts by +13 km s$^{-1}$ from NE to SW across the supernebula, possibly indicating a bipolar outflow from an embedded object, or linked to a foreground redshifted gas filament. The results can be explained if the supernebula comprises thousands of ionized wind regions around individual massive stars, stalled in their expansion due to critical radiative cooling and unable to merge to drive a coherent cluster wind. Based on the absence of an outflow with large mass loss, we conclude that feedback is currently ineffective at dispersing gas, and the SSC retains enriched material out of which it may continue to form stars.Comment: 24 pages, 9 figure

A Learning-Based Guidance Selection Mechanism for a Formally Verified Sense and Avoid Algorithm

This paper describes a learning-based strategy for selecting conflict avoidance maneuvers for autonomous unmanned aircraft systems. The selected maneuvers are provided by a formally verified algorithm and they are guaranteed to solve any impending conflict under general assumptions about aircraft dynamics. The decision-making logic that selects the appropriate maneuvers is encoded in a stochastic policy encapsulated as a neural network. The networks parameters are optimized to maximize a reward function. The reward function penalizes loss of separation with other aircraft while rewarding resolutions that result in minimum excursions from the nominal flight plan. This paper provides a description of the technique and presents preliminary simulation results

Towards a Functionally-Formed Air Traffic System-of-Systems

Incremental improvements to the national aviation infrastructure have not resulted in sufficient increases in capacity and flexibility to meet emerging demand. Unfortunately, revolutionary changes capable of substantial and rapid increases in capacity have proven elusive. Moreover, significant changes have been difficult to implement, and the operational consequences of such change, difficult to predict due to the system s complexity. Some research suggests redistributing air traffic control functions through the system, but this work has largely been dismissed out of hand, accused of being impractical. However, the case for functionally-based reorganization of form can be made from a theoretical, systems perspective. This paper investigates Air Traffic Management functions and their intrinsic biases towards centralized/distributed operations, grounded in systems engineering and information technology theories. Application of these concepts to a small airport operations design is discussed. From this groundwork, a robust, scalable system transformation plan may be made in light of uncertain demand

Monte Carlo Analysis of Airport Throughput and Traffic Delays Using Self Separation Procedures

This paper presents the results of three simulation studies of throughput and delay times of arrival and departure operations performed at non-towered, non-radar airports using self-separation procedures. The studies were conducted as part of the validation process of the Small Aircraft Transportation Systems Higher Volume Operations (SATS HVO) concept and include an analysis of the predicted airport capacity using with different traffic conditions and system constraints under increasing levels of demand. Results show that SATS HVO procedures can dramatically increase capacity at non-towered, non-radar airports and that the concept offers the potential for increasing capacity of the overall air transportation system

Independent Configurable Architecture for Reliable Operation of Unmanned Systems with Distributed Onboard Services

This paper presents the development of ICAROUS-2 (Independent Configurable Architecture for Reliable Operation of Unmanned Systems with Distributed Onboard Services), the second generation of a software architecture that integrates several algorithms as distributed onboard services to enable robust autonomous UAS applications. In particular, the ICAROUS architecture defines a framework to perform detect and avoid, geofencing, path monitoring, path planning, and autonomous decision making to ensure safety and mission progress. Most of the core algorithms implemented in ICAROUS are formally verified using an interactive theorem prover. These algorithms are composed together using a plan execution engine, whose operational semantics is formally specified. A description of the integrated architecture, services currently available, and flight test results highlighting the capability of ICAROUS are presented

Surveillance Range and Interference Impacts on Self-Separation Performance

Self-separation is a concept of flight operations that aims to provide user benefits and increase airspace capacity by transferring traffic separation responsibility from ground-based controllers to the flight crew. Self-separation is enabled by cooperative airborne surveillance, such as that provided by the Automatic Dependent Surveillance-Broadcast (ADSB) system and airborne separation assistance technologies. This paper describes an assessment of the impact of ADS-B system performance on the performance of self-separation as a step towards establishing far-term ADS-B performance requirements. Specifically, the impacts of ADS-B surveillance range and interference limitations were analyzed under different traffic density levels. The analysis was performed using a batch simulation of aircraft performing self-separation assisted by NASA s Autonomous Operations Planner prototype flight-deck tool, in two-dimensional airspace. An aircraft detected conflicts within a look-ahead time of ten minutes and resolved them using strategic closed trajectories or tactical open maneuvers if the time to loss of separation was below a threshold. While a complex interaction was observed between the impacts of surveillance range and interference, as both factors are physically coupled, self-separation performance followed expected trends. An increase in surveillance range resulted in a decrease in the number of conflict detections, an increase in the average conflict detection lead time, and an increase in the percentage of conflict resolutions that were strategic. The majority of the benefit was observed when surveillance range was increased to a value corresponding to the conflict detection look-ahead time. The benefits were attenuated at higher interference levels. Increase in traffic density resulted in a significant increase in the number of conflict detections, as expected, but had no effect on the conflict detection lead time and the percentage of conflict resolutions that were strategic. With surveillance range corresponding to ADS-B minimum operational performance standards for Class A3 equipment and without background interference, a significant portion of conflict resolutions, 97 percent, were achieved in the preferred strategic mode. The majority of conflict resolutions, 71 percent, were strategic even with very high interference (over three times that expected in 2035)