Analysis of Wake VAS Benefits Using ACES Build 3.2.1: VAMS Type 1 Assessment

The FAA and NASA are currently engaged in a Wake Turbulence Research Program to revise wake turbulence separation standards, procedures, and criteria to increase airport capacity while maintaining or increasing safety. The research program is divided into three phases: Phase I near term procedural enhancements; Phase II wind dependent Wake Vortex Advisory System (WakeVAS) Concepts of Operations (ConOps); and Phase III farther term ConOps based on wake prediction and sensing. The Phase III Wake VAS ConOps is one element of the Virtual Airspace Modelling and Simulation (VAMS) program blended concepts for enhancing the total system wide capacity of the National Airspace System (NAS). This report contains a VAMS Program Type 1 (stand-alone) assessment of the expected capacity benefits of Wake VAS at the 35 FAA Benchmark Airports and determines the consequent reduction in delay using the Airspace Concepts Evaluation System (ACES) Build 3.2.1 simulator

Analysis of WakeVAS Benefits Using ACES Build 3.2.1

The FAA and NASA are currently engaged in a Wake Turbulence Research Program to revise wake turbulence separation standards, procedures, and criteria to increase airport capacity while maintaining or increasing safety. The research program is divided into three phases: Phase I near term procedural enhancements; Phase II wind dependent Wake Vortex Advisory System (WakeVAS) Concepts of Operations (ConOps); and Phase III farther term ConOps based on wake prediction and sensing. This report contains an analysis that evaluates the benefits of a closely spaced parallel runway (CSPR) Phase I ConOps, a single runway and CSPR Phase II ConOps and a single runway Phase III ConOps. A series of simulation runs were performed using the Airspace Concepts Evaluation System (ACES) Build 3.21 air traffic simulator to provide an initial assessment of the reduction in delay and cost savings obtained by the use of a WakeVAS at selected U.S. airports. The ACES simulator is being developed by NASA Ames Research Center as part of the Virtual Airspace Modelling and Simulation (VAMS) program

Testing use of mitochondrial COI sequences for the identification and phylogenetic analysis of New Zealand caddisflies (Trichoptera)

We tested the hypothesis that cytochrome c oxidase subunit 1 (COI) sequences would successfully discriminate recognised species of New Zealand caddisflies. We further examined whether phylogenetic analyses, based on the COI locus, could recover currently recognised superfamilies and suborders. COI sequences were obtained from 105 individuals representing 61 species and all 16 families of Trichoptera known from New Zealand. No sequence sharing was observed between members of different species, and congeneric species showed from 2.3 to 19.5% divergence. Sequence divergence among members of a species was typically low (mean = 0.7%; range 0.0–8.5%), but two species showed intraspecific divergences in excess of 2%. Phylogenetic reconstructions based on COI were largely congruent with previous conclusions based on morphology, although the sequence data did not support placement of the purse-cased caddisflies (Hydroptilidae) within the uncased caddisflies, and, in particular, the Rhyacophiloidea. We conclude that sequence variation in the COI gene locus is an effective tool for the identification of New Zealand caddisfly species, and can provide preliminary phylogenetic inferences. Further research is needed to ascertain the significance of the few instances of high intra-specific divergence and to determine if any instances of sequence sharing will be detected with larger sample sizes

A Performance Assessment of an Airborne Separation Assistance System Using Realistic Complex Traffic Flows

This paper presents the results from a study that investigates the performance of a tactical Airborne Separation Assistance System (ASAS) in en route airspace, under varying demand levels, with realistic traffic flows. The ASAS concept studied here allows flight crews of equipped aircraft to perform separation from other air traffic autonomously. This study addresses the tactical aspects of an ASAS using aircraft state data (i.e. position and velocity) to detect and resolve projected conflicts. In addition, use of a conflict prevention system helps ASAS-equipped aircraft avoid maneuvers that may cause new conflicts. ASAS-capable aircraft are equipped with satellite-based navigation and Automatic Dependent Surveillance Broadcast (ADS-B) for transmission and receipt of aircraft state data. In addition to tactical conflict detection and resolution (CD&R), a complete, integrated ASAS is likely to incorporate a strategic CD&R component with a longer look-ahead time, using trajectory intent information. A system-wide traffic flow management (TFM) component, located at the FAA command center helps aircraft to avoid regions of excessive traffic density and complexity. A Traffic Alert and Collision Avoidance System (TCAS), as used today is the system of last resort. This integrated approach avoids sole reliance on the use of the tactical CD&R studied here, but the tactical component remains a critical element of the complete ASAS. The focus of this paper is to determine to what extent the proposed tactical component of ASAS alone can maintain aircraft separation at demand levels up to three times that of current traffic. The study also investigates the effect of mixing ASAS-equipped aircraft with unequipped aircraft (i.e. current day) that do not have the capability to self-separate. Position and velocity data for unequipped aircraft needs to be available to ASASequipped. Most likely, for this future concept, state data would be available from instrument flight rules (IFR) aircraft, equipped with at least ADS-B transmission capability. The objective is to reduce the number of losses of separation to a minimum and investigate the limits of tactical-only CD&R. Thus, the objective is not, expressly, to achieve zero losses of separation with tactical ASAS because this is one component of an integrated ASAS

The Effects of Very Light Jet Air Taxi Operations on Commercial Air Traffic

This study investigates the potential effects of Very Light Jet (VLJ) air taxi operations adding to delays experienced by commercial passenger air transportation in the year 2025. The affordable cost relative to existing business jets and ability to use many of the existing small, minimally equipped, but conveniently located airports is projected to stimulate a large demand for the aircraft. The resulting increase in air traffic operations will mainly be at smaller airports, but this study indicates that VLJs have the potential to increase further the pressure of demand at some medium and large airports, some of which are already operating at or near capacity at peak times. The additional delays to commercial passenger air transportation due to VLJ air taxi operations are obtained from simulation results using the Airspace Concepts Evaluation System (ACES) simulator. The direct increase in operating cost due to additional delays is estimated. VLJs will also cause an increase in traffic density, and this study shows increased potential for conflicts due to VLJ operations

Enzyme activity below the dynamical transition at 220 K

Enzyme activity requires the activation of anharmonic motions, such as jumps between potential energy wells. However, in general, the forms and time scales of the functionally important anharmonic dynamics coupled to motion along the reaction coordinate remain to be determined. In particular, the question arises whether the temperature-dependent dynamical transition from harmonic to anharmonic motion in proteins, which has been observed experimentally and using molecular dynamics simulation, involves the activation of motions required for enzyme function. Here we present parallel measurements of the activity and dynamics of a cryosolution of glutamate dehydrogenase as a function of temperature. The dynamical atomic fluctuations faster than ~100 ps were determined using neutron scattering. The results show that the enzyme remains active below the dynamical transition observed at ~220 K, i.e., at temperatures where no anharmonic motion is detected. Furthermore, the activity shows no significant deviation from Arrhenius behavior down to 190 K. The results indicate that the observed transition in the enzyme's dynamics is decoupled from the rate-limiting step along the reaction coordinate

Direct determination of vibrational density of states change on ligand binding to a protein

The change in the vibrational density of states of a protein (dihydrofolate reductase) on binding a ligand (methotrexate) is determined using inelastic neutron scattering. The vibrations of the complex soften significantly relative to the unbound protein. The resulting free-energy change, which is directly determined by the density of states change, is found to contribute significantly to the binding equilibrium