Real-time onboard wind and windshear determination,part 1: Identification

Standard wind identification techniques employed in the analysis of aircraft accidents are post-facto techniques; they are processed after the event has taken place and are based on the complete time histories of the DFDR/ATCR data along the entire trajectory. By contrast, real-time wind identification techniques are processed while the event is taking place; they are based solely on the knowledge of the preceding time histories of the DFDR/ATCR data.In this paper, a real-time wind identification technique is developed. First, a 3D-kinematic approach is employed in connection with the DFDR/ATCR data covering the time interval preceding the present time instant. The aircraft position, inertial velocity, and accelerometer bias are determined by matching the flight trajectory computed from the DFDR data with the flight trajectory available from the ATCR data. This leads to a least-square problem, which is solved analytically every seconds, with / small.With the inertial velocity and accelerometer bias known, an extrapolation process takes place so as to predict the inertial velocity profile over the subsequent -subinterval. At the end of this subinterval, the extrapolated inertial velocity and the newly identified inertial velocity are statistically reconciled and smoothed. Then, the process of identification, extrapolation, reconciliation, and smoothing is repeated. Subsequently, the wind is computed as the difference between the inertial velocity and the airspeed, which is available from the DFDR data. With the wind identified, windshear detection can take place (Ref. 1).As an example, the real-time wind identification technique is applied to Flight Delta 191, which crashed at Dallas-Fort Worth International Airport on August 2, 1985. The numerical results show that the wind obtained via real-time identification is qualitatively and quantitatively close to the wind obtained via standard identification. This being the case, it is felt that real-time wind identification can be useful in windhsear detection and guidance, above all if the shear/downdraft factor signal is replaced by the wind difference signal (Ref. 1).This paper and its companion (Ref. 1) are based on Refs. 2–4.This research was supported by the Aviation Research and Education Foundation and by Texas Advanced Technology Program, Grant No. TATP-003604020.     

Optimal Control of an <Emphasis Type="Italic">M/E</Emphasis><Subscript><Emphasis Type="Italic">k</Emphasis></Subscript>/1 Queueing System with a Removable Service Station

This paper studies the optimal operation of an M/E _k /1 queueing system with a removable service station under steady-state conditions. Analytic closed-form solutions of the controllable M/E _k /1 queueing system are derived. This is a generalization of the controllable M/M/1, the ordinary M/E _k /1, and the ordinary M/M/1 queueing systems in the literature. We prove that the probability that the service station is busy in the steady-state is equal to the traffic intensity. Following the construction of the expected cost function per unit time, we determine the optimal operating policy at minimum cost.     

On bandwidth sums of graphs

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New results for diffusion in Lorentz lattice gas cellular automata

New calculations to over ten million time steps have revealed a more complex diffusive behavior than previously reported of a point particle on a square and triangular lattice randomly occupied by mirror or rotator scatterers. For the square lattice fully occupied by mirrors where extended closed particle orbits occur, anomalous diffusion was still found. However, for a not fully occupied lattice the superdiffusion, first noticed by Owczarek and Prellberg for a particular concentration, obtains for all concentrations. For the square lattice occupied by rotators and the triangular lattice occupied by mirrors or rotators, an absence of diffusion (trapping) was found for all concentrations, except on critical lines, where anomalous diffusion (extended closed orbits) occurs and hyperscaling holds for all closed orbits withuniversal exponentsd _f =7/4 and =15/7. Only one point on these critical lines can be related to a corresponding percolation problem. The questions arise therefore whether the other critical points can be mapped onto a new percolation-like problem and of the dynamical significance of hyperscaling.