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Radar direction finding is an essential cooperative monitoring method for aircraft, and the directional parameters of the direction-finding antenna determine the accuracy of direction finding. A modified amplitude comparison direction finding model is proposed based on the traditional principle of adjacent amplitude comparison direction finding and the error of amplitude comparison direction finding. Based on the modified amplitude comparison direction finding model, an error correction genetic simulated annealing (COR-GSA) algorithm is proposed to identify unknown directional antenna directionality parameters by determining the antenna directionality parameters that need to be identified. Identification experiments were conducted using a self-designed dual channel DF receiver, and 1000 sets of aircraft real azimuth data were used for verification. The results showed that using the COR-GSA algorithm to identify antenna directional parameters had the highest DF accuracy. Finally, the identified antenna directionality parameters were used to track the aircraft’s azimuth, and the tracking error was reduced by 18.3% compared to the tracking error without azimuth correction. [ABSTRACT FROM AUTHOR]

The Southern Ocean (SO) provides a unique natural laboratory for studying cloud formation and cloud-aerosol interactions with minimal anthropogenic influence. The Southern Ocean Clouds, Radiation, Aerosol Transport Experimental Study (SOCRATES), was an aircraft-based campaign conducted from January 15 to February 28, 2018, off the coast of Hobart, Tasmania. During SOCRATES, the NSF/NCAR GV research aircraft, equipped with in-situ probes and remote sensors, observed aerosol, cloud, and precipitation properties, and provided detailed vertical structure of clouds over the SO, particularly for the low-level clouds (below 3 km). The HIAPER Cloud Radar (HCR) and in-situ cloud and drizzle probes (CDP and 2DS) measurements were used to provide comprehensive statistical and phase-relevant macrophysical properties for the low-level clouds sampled by the 15 research flights during SOCRATES. A new method based on HCR reflectivity and spectrum width gradient was developed to estimate cloud boundaries (cloud-base and -top heights) and classify cloud types based on their top and base heights. Low-level clouds were found to be the most prevalent, with an almost 90 % occurrence frequency. A new phase determination method was also developed to identify the single-layered low-level clouds as liquid, ice, and mixed phases, with occurrence frequencies of 45.4 %, 32.5 %, and 22.2 %, respectively. Low-level clouds over the SO have significantly higher SLW concentrations, with liquid being most prevalent at higher temperatures, ice phase dominating at lower temperatures, and mixed-phase being least common due to its thermodynamic instability. Regarding their vertical distributions, the liquid phase occurs most frequently in the lower mid-cloud range (from 500 m to 1 km), the mixed phase dominates at cloud bases lower than 1 km but is well distributed along the vertical cloud layer, while the ice phase is prevalent from the middle to upper cloud levels (1–3 km). The higher occurrence of the mixed phase at the cloud base could be attributed to large drizzle-sized drops and/or ice particles. [ABSTRACT FROM AUTHOR]

This study emulates dropsondes to elucidate the extent to which sporadic airborne sondes adequately represent divergence of moisture transport in Arctic atmospheric rivers (ARs). The convergence of vertically integrated moisture transport (IVT) plays a crucial role as it favours precipitation that significantly affects Arctic sea ice properties. Long-range research aircraft can transect ARs and drop sondes to determine their IVT divergence. In order to assess the representativeness of future sonde-based IVT divergence in Arctic ARs, we disentangle the sonde-based deviations from an ideal instantaneous IVT divergence, which result from undersampling by a limited number of sondes and from the flight duration. Our synthetic study uses C3S Arctic Regional Reanalysis (CARRA) reanalyses to set up an idealised scenario for airborne AR observations. For nine Arctic spring ARs, we mimic flights transecting each AR in CARRA and emulate sonde-based IVT representation by picking single vertical profiles. The emulation quantifies IVT divergence observability by two approaches. First, sonde-based IVT and its divergence are compared to the continuous IVT interpolated onto the flight cross-section. The comparison specifies uncertainties of discrete sonde-based IVT variability and divergence. Second, we determine how temporal AR evolution affects IVT divergence values by contrasting time-propagating sonde-based values with the divergence based on instantaneous snapshots. For our Arctic AR cross-sections, we find that coherent wind and moisture variabilities contribute less than 10 % to the total transport. Both quantities are uncorrelated to a great extent. Moisture turns out to be the more variable quantity. We show that sounding spacing greater than 100 km results in errors greater than 10 % of the total IVT along AR cross-sections. For IVT divergence, the Arctic ARs exhibit similar differences in moisture advection and mass convergence across the embedded front as mid-latitude ARs, but we identify moisture advection as being dominant. Overall, we confirm the observability of IVT divergence with an uncertainty of around 25 %–50 % using a sequence of at least seven sondes per cross-section. Rather than sonde undersampling, it is the temporal AR evolution over the flight duration that leads to high deviations in divergence components. In order to realise the estimation of IVT divergence from dropsondes, flight planning should consider not only the sonde positioning, but also the minimisation of the flight duration. Our benchmarks quantify sonde-based uncertainties as essential preparatory work for the upcoming airborne closure of the moisture budget in Arctic ARs. [ABSTRACT FROM AUTHOR]

The HALO–(AC)3 aircraft campaign was carried out in March and April 2022 over the Norwegian and Greenland Seas, the Fram Strait, and the central Arctic Ocean. Three research aircraft, the High Altitude and Long Range Research Aircraft (HALO), Polar 5, and Polar 6, performed 54 partly coordinated research flights on 23 flight days over areas of open ocean, the marginal sea ice zone (MIZ), and the central Arctic sea ice. The general objective of the research flights was to quantify the evolution of air mass properties during moist and warm air intrusions (WAIs) and cold air outbreaks (CAOs). To gain a comprehensive data set, the three aircraft followed different strategies. HALO was equipped with active and passive remote sensing instruments and dropsondes to cover the regional evolution of cloud and thermodynamic processes. Polar 5 carried a similar remote sensing payload as HALO, and Polar 6 was instrumented with in-situ cloud, aerosol, and trace gas instruments focusing on the initial air mass transformation close to the MIZ. The processed, calibrated, and validated data are published in the World Data Center PANGAEA as instrument-separated data subsets and listed in aircraft-separated collections for HALO (Ehrlich et al., 2024a), Polar 5 (Mech et al., 2024a), and Polar 6 (Herber et al., 2024). A detailed overview of the available data sets is provided here. Furthermore, the campaign-specific instrument setup, the data processing, and data quality are summarized. Based on measurements conducted during a specific CAO, it is shown that the scientific analysis of the HALO– (AC)3 data benefits from the coordinated operation of the three aircraft. [ABSTRACT FROM AUTHOR]

We developed an inexpensive light instrument (ILI) and protocol for the measurement of photosynthetically active radiation (PAR) at discrete depths underwater. We tested the accuracy of the ILI against a submersible radiometer (RAD) and a Secchi disk method. The ILI consists of a PAR sensor (HOBO MX2202; Onset) attached to a flat disk that ensures that the sensor faces upwards when lowered through the water column. The flat disk is attached to a rope marked at 1-m increments (to 20 m) that allows for the measurement of PAR at discrete depths. A weight is attached to the bottom of the flat disk to prevent it from drifting. The ILI is much cheaper (US $130), less bulky, and lighter (1.1 kg) than the RAD (US $40,000, weight 9 kg). We tested our method in a mesotrophic lake and in an oligotrophic lake in summer and fall 2023. The correlations between the RAD and ILI measurements of irradiance at depth (as a percentage of surface irradiance), and the depth to which 1% of the PAR at the surface penetrated the water (Z1%PAR), were high and did not significantly differ. There was a difference of 8% in the Z1%PAR determined by the ILI compared with that determined by the RAD. However, the estimated Z1%PAR based on the Secchi disk data was 37% deeper than that calculated with the RAD data. Our method should enable the study of underwater PAR in remote regions where transporting bulky and expensive equipment is impossible due to logistic and/or financial constraints. Moreover, our method can be used for the direct measurement of PAR at discrete depths. [ABSTRACT FROM AUTHOR]

Radar direction finding is an essential cooperative monitoring method for aircraft, and the directional parameters of the direction finding antenna determine the accuracy of direction finding. A modified amplitude comparison direction finding model is proposed based on the traditional principle of adjacent amplitude comparison direction finding and the error of amplitude comparison direction finding. Based on the correction of amplitude comparison direction finding model, an error correction genetic simulated annealing (COR-GSA) algorithm is proposed to identify unknown directional antenna directionality parameters by determining the antenna directionality parameters that need to be identified. Identification experiments are conducted using a self-designed dual channel direction finding receiver, and 1 000 sets of aircraft real azimuth data are used for verification. The results show that using the COR-GSA algorithm to identify antenna directional parameters has the highest direction finding accuracy. Finally, the identified antenna directionality parameters are used to track the aircraft's azimuth, and the tracking error is reduced by 18. 3% compared to the tracking error without azimuth correction. [ABSTRACT FROM AUTHOR]

This work presents the first step in the development of the VISION toolkit, a set of python tools that allows for easy, efficient and more meaningful comparison between global atmospheric models and observational data. Whilst observational data and modelling capabilities are expanding in parallel, there are still barriers preventing these two data sources to be used in synergy. This arises from differences in spatial and temporal sampling between models and observational platforms: observational data from a research aircraft, for example, is sampled on specified flight trajectories at very high temporal resolution. Proper comparison with model data requires generating, storing and handling a large amount of highly temporally resolved model files, resulting in a process which is data, labour, and time intensive. In this paper we focus on comparison between model data and in-situ observations (from aircrafts, ships, buoys, sondes etc.). A stand-alone code, In-Situ Observation simulator, or ISO_simulator in short, is described here: this software reads modelled variables and observational data files and outputs model data interpolated in space and time to match observations. This model data is then written to NetCDF files that can be efficiently archived, due to their small sizes, and directly compared to observations. This method achieves a large reduction in the size of model data being produced for comparison with flight and other in-situ data. By interpolating global, gridded, hourly files onto observations locations, we reduce data output for a typical climate resolution run, from ~3 Gb per model variable per month to ~15 Mb per model variable per month (a 200 times reduction in data volume). The VISION toolkit is fast and easy to use, therefore enabling the exploitation of large observational datasets spanning decades, to be used for large scale model evaluation. Although this code has been initially tested within the Unified Model (UM) framework, which is shared by the UK Earth System Model (UKESM), it was written as a flexible tool and it can be extended to work with other models. [ABSTRACT FROM AUTHOR]

We studied a gradient anti-oxidation coating of C/C composite materials for aircraft brake discs with a simple process and low costs. The gradient coating consists of two layers, of which the inner layer is prepared with tetraethyl orthosilicate (Si (OC2H5)4), C2H5OH, H3PO4 and B4C, and the outer layer is prepared with Na2B4O7.10H2O, B2O3, and SiO2 powder. The experimental results show that after being oxidized at 700 °C for 15 h, the oxidation weight loss of the sample with the coating was only −0.17%. At the same time, after 50 thermal cycles in air at 900 °C, the sample's oxidation weight loss was only −0.06%. We conducted the 1:1 dynamic simulation test for aircraft brake discs, and the brake disc did not oxidize, thus meeting the requirements for aircraft use. In addition, the anti-oxidation mechanism of the coating was analyzed via scanning electron microscopy (SEM), X-ray diffraction (XRD), differential thermal analysis (DSC-TGA), and high-temperature in situ SEM. [ABSTRACT FROM AUTHOR]

The layup quality of prepreg fibers onto complex surfaces is the most concerned issue in automated fiber placement (AFP), which is intimately related to the contact stress in tractive rolling contact. An analytical model of tractive rolling contact is proposed in this paper to clarify the defects mechanism during the AFP process, which considers the mold curvatures, mechanical properties of contacted objects, and pose information to make it suitable for irregular surfaces and arbitrary conditions. Classical Hertz theory in this model is expanded to 3D contact area, and multi‐scale deformations are united in the accurate calculation of contact stress under geometric constraints. Based on the model, the phenomena of adhesion, microslip, and the transition between them in AFP are systematically analyzed. For engineering applications, a discrete processing strategy is proposed to quickly obtain the local curvatures of the mold. Additionally, an algorithm is designed to calculate the contact stress of any path. Experimental results on an aircraft component demonstrate the accuracy of the proposed model in restoring the contact stress distribution during AFP. In conjunction with specific layup information, this model exhibits utility in forecasting laying defects and parameter optimization. Highlights: An analytical modeling approach based on Hertz theory is proposed to calculate the contact stress in automated fiber placement.A model‐based algorithm is designed and combined with the proposed discrete scheme to quickly restore the contact stress distribution.Contact states related to stress are systematically investigated and defects analysis based on computational mechanics results is illustrated. [ABSTRACT FROM AUTHOR]

In the field of civil aviation, the nose landing gear is a critical component that is prone to damage during taxiing. With the advent of new technologies such as towing taxi-out and hub motors, the nose landing gear faces increasingly complex operational environments, thereby imposing higher performance demands. Ensuring the structural safety of the nose landing gear is fundamental for the successful application of these technologies. However, current research on aircraft nose landing gear under these new conditions is somewhat lacking, particularly in terms of reliable analysis models for real-world scenarios. This study focuses on a typical Class C aircraft, specifically the B-727 model, for which a finite element model of the nose landing gear is developed. Modal testing of the aircraft's nose landing gear is conducted using the impact hammer method, and the results are compared with those from the simulations. The experimental data indicate that the error range for the first seven natural frequencies is between 0.23% and 9.27%, confirming the high accuracy of the developed landing gear model. Furthermore, with towing taxi-out as the primary scenario, a dynamic model of the aircraft towing system is established, and an analysis on the structural strength and topological optimization of the nose landing gear under various conditions, including high speeds and heavy loads, is performed. The results show that the developed model can effectively support the analysis and prediction of the mechanical behavior of the nose landing gear. Under high-speed, heavy-load conditions, the nose landing gear experiences significantly increased loads, with the maximum deformation primarily occurring at the lower section of the shock strut's outer cylinder. However, no damage occurred. Additionally, under these conditions, an optimized structural design for the landing gear was identified, which, while ensuring structural strength, achieves a 22.32% reduction in the mass of the outer cylinder, also ensuring safety in towing taxi-out conditions. [ABSTRACT FROM AUTHOR]

In this paper, we applied a variety of statistical methods to study gravity waves in the troposphere and lower stratosphere in the Brazilian sector, using a large database from Instituto de Controle do Espaço Aéreo (ICEA) of radiosonde measurements carried out in 2014 at 32 locations in the Brazilian territory totaling 49,652 wind and temperature profiles. The average wind profiles were computed and classified by means of a hierarchical cluster analysis. The kinetic and potential energy densities of gravity waves were determined using a detrending technique based on the Least Squares Method and the Fast Fourier Transform. By analyzing the energy density time series it was found that tropospheric average values are consistently larger in the months of winter, late autumn and early spring. Stratospheric average values of variability and kinetic energy density are also consistently larger in this period. A systematic search for quasi monochromatic waves was carried out and their main characteristics such as horizontal/vertical wavelengths and velocities were determined both in the troposphere and lower stratosphere. A correlation analysis between the troposphere and the lower stratosphere based on the measured parameters was used to investigate the wave coupling between the two layers, and no significant correlation was found. Finally, a spatial correlation analysis between energy densities measured at different aerodromes in the same atmospheric layer was carried out, showing that energy densities are spatially correlated for distances less than 3,000–4,000 km. Plain Language Summary: Like waves in the ocean that can be easily seen by any observer in the beach, the atmosphere is also permeated by waves of similar nature, called Gravity Waves (GWs). These waves transport energy through the atmosphere, eventually breaking, reflecting or dissipating at some point. In this work we investigated the characteristics of these waves using weather data retrieved by weather balloons released from several locations in the Brazilian territory in 2014. By analyzing the measurements, we quantified parameters related to GWs, such as the kinetic and potential energy densities. We also investigated GWs that have well defined frequencies, called monochromatic waves, and determined their wavelengths, phases, amplitudes and phase velocities. We did not find correlations between the wave energies in the troposphere and the low stratosphere, which is an evidence of weak coupling between both layers. This result suggests that GWs characteristics are substantially modified in the perturbed, turbulent and windy region between the troposphere and low stratosphere. Moreover, we also identified the prevailing behavior of the winds in each of the studied locations. Key Points: A comprehensive survey on gravity waves using radiosonde data from 32 locations in the Brazilian territory totaling 49,652 profilesThe energy densities of gravity waves are spatially correlated within a region of approximately 3,000 km of radiusIt was found that gravity waves propagating in the troposphere and low stratosphere are uncorrelated in the studied locations [ABSTRACT FROM AUTHOR]

The global warming is amplified in the Arctic. To collect data that help to constrain weather and climate models, which often do not realistically represent the enhanced Arctic warming, the HALO-(AC)³ aircraft campaign was conducted in March and April 2022 over the Norwegian and Greenland Seas, the Fram Strait, and the central Arctic Ocean. Observations were made over areas of open ocean, the marginal sea ice zone, and the central Arctic sea ice. Two low-flying and one long-range, high-altitude research aircraft have been employed. Whenever possible, the three aircraft were flown in collocated formation. The campaign focused on one specific challenge posed by the models: The reasonable representation of transformations of air masses during their meridional transport into (northward by moist and warm air intrusions, WAIs) and out of (southward via marine cold air outbreaks, CAOs) the Arctic. To observe the air mass transformations, a quasi-Lagrangian flight strategy using trajectory calculations was realized enabling to sample the moving air mass parcels twice along their trajectories. Eight distinct WAI and 12 CAO cases were probed extensively. From the quasi-Lagrangian measurements, we have derived the diabatic heating and moistening of the moving air masses during CAOs and WAIs, the development of cloud macrophysical and microphysical properties along the southward pathways of the air masses during CAOs, and the moisture budget of WAIs. As an example result, we have obtained typical values of the surface-driven diabatic heating between 1–3 K h-1 and of the near-surface moistening between 0.05–0.3 g kg-1 h-1 within the lowest about 0.5 km. From the observations of WAIs, a weak diabatic cooling of up to 0.4 K h-1 and a moisture loss of up to 0.1 g kg-1 h-1 from the ground to about 5 km altitude were derived. In addition, we discuss the frequency of occurrence of the different thermodynamic phases of Arctic low-level clouds, the interaction of Arctic cirrus with sea ice, water vapor, and aerosol particles, and the characteristic microphysical and chemical properties of Arctic aerosol particles. Finally, we provide proof of a concept to measure mesoscale divergence and subsidence in the Arctic using data from dropsondes released during circular flight patterns. [ABSTRACT FROM AUTHOR]

This paper presents the design of a self‐scheduled fault‐tolerant controller for the lateral/directional motion of MuPAL‐α$$ \alpha $$ research aircraft using a polynomial‐scheduled structured H∞$$ {}_{\infty } $$ control. The controller is designed to be tolerant against loss‐of‐efficiency faults in the aileron and rudder, but based on industrial best practices it is scheduled with respect to an overall fault level instead of with respect to the individual faults. The performance and robustness of the resulting controller is verified first using frequency and time domain analysis, and subsequently it is validated in the Aircraft‐In‐the‐Loop configuration of MuPAL‐α$$ \alpha $$, where the real aircraft is operated in research Fly‐By‐Wire mode by the pilot on‐ground while coupled to an emulation computer that simulates the aircraft flying motion. The results show good behavior of the controlled aircraft across the defined fault scenarios. [ABSTRACT FROM AUTHOR]

Expendable microSWIFT buoys have been developed and tested for measuring ocean surface waves. Wave spectra are calculated via onboard processing of GPS velocities sampled at 5 Hz, and wave spectra are delivered to a shore-side server via Iridium modem once per hour. The microSWIFTs support additional sensor payloads, in particular seawater conductivity and temperature. The buoys have a non-traditional, cylindrical shape that is required for deployment via the dropsonde tube of research aircraft. Multiple versions have been developed and tested, with design considerations that include: buoy hydrodynamics, sensor noise, algorithm tuning, processor power, and ease of deployment. Field testing in a range of conditions, including near sea ice and in a hurricane, has validated the design. [ABSTRACT FROM AUTHOR]

In this study, we developed and evaluated the Korean Forecast Icing Potential (K-FIP), an in-flight icing forecast system for the Korea Meteorological Administration (KMA) based on the simplified forecast icing potential (SFIP) algorithm. The SFIP is an algorithm used to postprocess numerical weather prediction (NWP) model forecasts for predicting potential areas of icing based on the fuzzy logic formulations of four membership functions: temperature, relative humidity, vertical velocity, and cloud liquid water content. In this study, we optimized the original version of the SFIP for the global NWP model of the KMA through three important updates using 34 months of pilot reports for icing as follows: using total cloud condensates, reconstructing membership functions, and determining the best weight combination for input variables. The use of all cloud condensates and the reconstruction of these membership functions resulted in a significant improvement in the algorithm compared with the original. The weight combinations for the KMA's global model were determined based on the performance scores. While several sets of weights performed equally well, this process identified the most effective weight combination for the KMA model, which is referred to as the K-FIP. The K-FIP demonstrated the ability to successfully predict icing over the Korean Peninsula using observations made by research aircraft from the National Institute of Meteorological Sciences of the KMA. Eventually, the K-FIP icing forecasts will provide better forecasts of icing potentials for safe and efficient aviation operations in South Korea. Significance Statement: In-flight aircraft icing has posed a threat to safe flights for decades. With advances in computing resources and an improvement in the spatiotemporal resolutions of numerical weather prediction (NWP) models, icing algorithms have been developed using NWP model outputs associated with supercooled liquid water. This study evaluated and optimized the simplified forecast icing potential, an NWP model–based icing algorithm, for the global model of the Korean Meteorological Administration (KMA) using a long-term observational dataset to improve its prediction skills. The improvements shown in this study and the SFIP implemented in the KMA will provide more informative predictions for safe and efficient air travel. [ABSTRACT FROM AUTHOR]

Riveting quality is crucial to an aircraft's overall aerodynamic performance and fatigue life. In order to effectively extract the point cloud of rivet heads and analyze the quality of riveting, this paper proposes a rivet flushness detection method based on the normal vector-density clustering algorithm. First, initial point cloud data sampling is based on normal vectors. Then, the density clustering algorithm is employed to cluster and extract the point cloud of rivet heads. Subsequently, the obtained point cloud of rivet heads is subjected to the random sample consensus algorithm for fitting the contour and obtaining the model parameters of the rivet head. The paper introduces a quality detection metric to describe the flushness of the rivet head. Finally, the proposed method is applied to analyze the skin and theoretical model point cloud data of rivets. The results demonstrate that the proposed method yields small errors and high accuracy compared to theoretical values. The method is further employed for quality detection and analysis of rivet flushness in practical aircraft engineering. A visualization system for rivet flushness quality detection is developed to represent the results visually. This system enhances the intuitive identification of rivet detection outcomes. Therefore, the proposed method holds significant engineering application value in rivet flushness detection. [ABSTRACT FROM AUTHOR]

The availability of multi-rotor UAVs with lifting capacities of several kilograms allows for a new paradigm in atmospheric measurement techniques, i.e., the integration of research-grade sonic anemometers for airborne turbulence measurements. With their ability to hover and move very slowly, this approach yields unrevealed flexibility compared to mast-based sonic anemometers for a wide range of boundary layer investigations that require an accurate characterization of the turbulent flow. For an optimized sensor placement, potential disturbances by the propeller-induced flow (PIF) must be considered. The PIF characterization can be done by CFD simulations, which, however, require validation. For this purpose, we conducted an experiment to map the PIF below a multi-rotor drone using a mobile array of five sonic anemometers. To achieve measurements in a controlled environment, the drone was mounted inside a hall at a 90° angle to its usual flying orientation, thus leading to the development of a horizontal downwash, which is not subject to a pronounced ground effect. The resulting dataset maps the PIF parallel to the rotor plane from two rotor diameters, beneath, to 10 D, and perpendicular to the rotor plane from the center line of the downwash to a distance of 3 D. This measurement strategy resulted in a detailed three-dimensional picture of the downwash below the drone in high spatial resolution. The experimental results show that the PIF quickly decreases with increasing distance from the centerline of the downwash in the direction perpendicular to the rotor plane. At a distance of 1 D from the centerline, the PIF reduced to less than 4 ms−1 within the first 5 D beneath the drone, and no conclusive disturbance was measured at 2 D out from the centerline. A PIF greater than 4 ms−1 was still observed along the center of the downwash at a distance of 10 D for both throttle settings tested (35% and 45%). Within the first 4 D under the rotor plane, flow convergence towards the center of the downwash was measured before changing to diverging, causing the downwash to expand. This coincides with the transition from the four individual downwash cores into a single one. The turbulent velocity fluctuations within the downwash were found to be largest towards the edges, where the shear between the PIF and the stagnant surrounding air is the largest. [ABSTRACT FROM AUTHOR]

The spectrometer of the Munich Aerosol Cloud Scanner (specMACS) is a high-spatial-resolution hyperspectral and polarized imaging system. It is operated from a nadir-looking perspective aboard the German High Altitude and LOng range (HALO) research aircraft and is mainly used for the remote sensing of clouds. In 2019, its two hyperspectral line cameras, which are sensitive to the wavelength range between 400 and 2500 nm, were complemented by two 2D RGB polarization-resolving cameras. The polarization-resolving cameras have a large field of view and allow for multi-angle polarimetric imaging with high angular and spatial resolution. This paper introduces the polarization-resolving cameras and provides a full characterization and calibration of them. We performed a geometric calibration and georeferencing of the two cameras. In addition, a radiometric calibration using laboratory calibration measurements was carried out. The radiometric calibration includes the characterization of the dark signal, linearity, and noise as well as the measurement of the spectral response functions, a polarization calibration, vignetting correction, and absolute radiometric calibration. With the calibration, georeferenced, absolute calibrated Stokes vectors rotated into the scattering plane can be computed from raw data. We validated the calibration results by comparing observations of the sunglint, which is a known target, with radiative transfer simulations of the sunglint. [ABSTRACT FROM AUTHOR]

Tail-sitters aim to combine the advantages of fixed-wing aircraft and rotorcraft but require a robust and fast stabilization strategy to perform vertical maneuvers and transitions to and from aerodynamic flight. The research conducted in this work explores different nonlinear control solutions for the problem of stabilizing a tail-sitter when hovering. For this purpose, the first controller is an existing strategy for tail-sitter control obtained from the literature, the second is an application of Nonlinear Dynamic Inversion (NDI), and the last one is its incremental version, INDI. These controllers were implemented and tuned in a simulation in order to stabilize a model of the tail-sitter, complemented by estimation methods that allow the feedback of the necessary variables. These estimators and controllers were then implemented in a microcontroller and validated in a Hardware-in-the-Loop (HITL) scenario with simple maneuvers in vertical flight. Lastly, the developed control solutions were used to stabilize the aircraft in experimental flight while being monitored by a motion capture system. The experimental results allow the validation of the model of the X-Vert and provide a comparison of the performance of the different control solutions, where the INDI presents itself as a robust control strategy with accurate tracking capabilities and less actuator demand. [ABSTRACT FROM AUTHOR]

IASI-A, B and C (Infrared Atmospheric Sounding Interferometer) are nadir looking thermal infrared sensors which are monitoring the atmospheric composition since 2008. Atmospheric Carbon monoxide (CO) is retrieved from IASI radiances with two algorithms: the SOftware for a Fast Retrieval of IASI Data (SOFRID) and the Fast Optimal Retrievals on Layers for IASI (FORLI). The airborne in-situ observations from the In-service Aircraft for a Global Observing System (IAGOS) European Research Infrastructure have been used to validate the IASI CO retrievals. The validation study of IASI CO data performed in 2011 whith IAGOS data was limited to two airports (Frankfurt and Windhoek) and 2 years because of the limited sampling at the other IAGOS sites. The extension of the IAGOS infrastructure during the last decade enables a validation with enough temporal sampling at 33 airports worldwide over the whole IASI-A period (2008–2020). The retrievals provide between 1.5 and 3 independent pieces of information about the CO vertical profile and we have selected to validate the surface-600 hPa and 600–200 hPa partial columns in addition to the total column. The ability of the retrievals to capture the CO variabilities is slightly different for the two retrieval algorithms. The correlation coefficients are generally larger for SOFRID, especially for the total and lower tropospheric columns, meaning a better representation of the phase of the variability, while the amplitude of the variations of FORLI are in better agreement with IAGOS in the mid-upper troposphere. On average SOFRID and FORLI retrievals are underestimating the IAGOS total columns of CO (TCC) by 8±16 % and 6±14 % respectively. This global TCC agreement between the algorithms is hiding significant vertical and geographical differences. In the lower troposphere (Surface-600 hPa) the bias is larger for FORLI (-11±27 %) than for SOFRID (-4±24 %). In the mid-upper troposphere the situation is reversed with a bias of -6±15 % for FORLI and of -11±13 % for SOFRID. The largest differences between the retrievals are detected south of Bangkok where SOFRID underestimation is systematically larger for the TCC and mid-upper tropospheric column. North of Philadelphia FORLI biases are significantly larger than SOFRID ones for the TCC and the lower tropospheric columns. Our validation results will provide a better characterisation of IASI-CO data to the users and help improve the retrievals for future versions. [ABSTRACT FROM AUTHOR]

In this case study, measured solar irradiances above and below Arctic cirrus are compared to simulations of the European Centre for Medium-Range Weather Forecasts' Integrated Forecasting System (IFS) making use of offline runs of the operational ecRad radiation scheme. Independent of the solar irradiances, cirrus properties are derived from active remote sensing and used to evaluate the optical and microphysical parameterizations in ecRad. The data set was collected in the central Arctic over sea ice (81°–90° North) with the High Altitude LOng range research aircraft (HALO) during a campaign in March and April 2022. HALO was equipped with broadband radiation and remote sensing instrumentation, including upward and downward-looking pyranometers (solar irradiance), a cloud radar, and a multi-wavelength water vapor differential absorption lidar. Flight legs above and below single-layer cirrus were performed. Measurements of solar irradiance are used to evaluate the ecRad radiation scheme in two case studies of optically thin and thick cirrus. The optically thin cirrus had a mean transmissivity of 0.9, while the optically thick cirrus had a transmissivity of about 0.6. Different ice optics parameterizations optionally available within ecRad are tested to improve the match between simulation and measurements. Furthermore, the IFS predicted ice water content and ice effective radius were replaced by values retrieved with the radar and lidar. The choice of ice optics parameterizations does not significantly improve the model-measurement agreement. However, introducing the retrieved ice microphysical properties brings measured and modelled irradiances into closer agreement for the optical thin cirrus, while the optically thick cirrus case is now simulated as too thick. From the comparison of the different ice optics parametrizations in the original and in the forced setup, it can be concluded that the ice water content forcasted by the IFS is realistic. The missmatch between observed and simulated irradiances mostly originates from the assumed or parameterized ice effective radius. [ABSTRACT FROM AUTHOR]

Constant pressure variable flow reciprocating axial pumps (CPAP) are used in various applications, where a constant output pressure is maintained when the flow rate changes. When the hydraulic system is at rated pressure or less, the swash plate has maximum tilt, and the pump delivers maximum flow. The swash plate comes into this position thanks to the action of a reactive piston in which there are two springs. However, when the pressure rises above the nominal pressure value, the piston of the hydraulic pressure transducer (HPT) distributes the fluid under pressure to the hydraulic cylinder (HC), which causes a decrease in the tilt angle of the swash plate and a decrease in flow. The CPAP was selected as a component of the hydraulic system of the aircraft for the experimental tests in this paper. The experimental tests covered the structural and working parameters of the pump and analyzed their performance, efficiency and reliability. Experimental tests of structural and operating parameters of the CPAP were carried out in the Laboratory for Hydraulics and Pneumatics "PPT-Namenska" Trstenik on the hydraulic system, which simulated the real conditions prevailing in the hydraulic system of the aircraft. A system was used for data acquisition and recording of pump characteristics, which were obtained during experimental testing. The results of the measurement and testing of the structural parameters of the CPAP are shown in tabular form, and the experimental tests of static characteristics and dynamic behavior are shown diagrammatically. [ABSTRACT FROM AUTHOR]

Ammonia (NH3) is the major alkaline species in the atmosphere and plays an important role in aerosol formation, which affects local air quality and the radiation budget. NH3 in the Upper Troposphere and Lower Stratosphere (UTLS) is difficult to detect and only limited observations are available. We present two dimensional trace gas measurements of NH3 obtained by the airborne infrared imaging limb sounder GLORIA (Gimballed Limb Observer for Radiance Imaging of the Atmosphere) that has been operated onboard the research aircraft Geophysica within the Asian Monsoon during the StratoClim campaign (July 2017) and onboard HALO (High Altitude and Long Range Research Aircraft) above the South Atlantic during the SouthTRAC campaign (September–November 2019). We compare these GLORIA measurements in the UTLS with results of the CAMS (Copernicus Atmosphere Monitoring Service) reanalysis and forecast model. The GLORIA observations reveal large enhancements of NH3 of more than 1 ppbv in the Asian Monsoon upper troposphere, but no clear indication of NH3 in biomass burning plumes in the upper troposphere above the South Atlantic above the instrument's detection limit of around 20 pptv. In contrast, CAMS reanalysis and forecast simulation results indicate strong enhancements of NH3 in both measured scenarios. Comparisons of other retrieved pollution gases, such as peroxyacetyl nitrate (PAN) show the ability of CAMS models to reproduce the biomass burning plumes above the South Atlantic in general. However, NH3 concentrations are largely overestimated by the CAMS models within these plumes. We suggest that emission strengths used by CAMS models are of different accuracy for biomass burning and agricultural sources in the Asian Monsoon. Further, we suggest that loss processes of NH3 during transport to the upper troposphere may be underestimated for the biomass burning cases above the South Atlantic. Since NH3 is strongly undersampled, in particular at higher altitudes, we hope for regular vertically resolved measurements of NH3 from the proposed CAIRT mission to strengthen our understanding of this important trace gas in the atmosphere. [ABSTRACT FROM AUTHOR]

Data from rawinsondes launched during intensive observation periods (IOPs) of the Ontario Winter Lake-Effect Systems (OWLeS) field project reveal that elevated mixed layers (EMLs) in the lower troposphere were relatively common near Lake Ontario during OWLeS lake-effect events. Conservatively, EMLs exist in 193 of the 290 OWLeS IOP soundings. The distribution of EML base pressure derived from the OWLeS IOP soundings reveals two classes of EML, one that has a relatively low-elevation base (900–750 hPa) and one that has a relatively high-elevation base (750–500 hPa). It is hypothesized that the former class of EML, which is the focus of this research, is, at times, the result of mesoscale processes related to individual Great Lakes. WRF reanalysis fields from a case study during the OWLeS field project provide evidence of two means by which low-elevation base EMLs can originate from the lake-effect boundary layer convection and associated mesoscale circulations. First, such EMLs can form within the upper-level outflow branches of mesoscale solenoidal circulations. Evacuated Great Lakes–modified convective boundary layer air aloft then lies above ambient air of a greater static stability, forming EMLs. Second, such EMLs can form in the absence of a mesoscale solenoidal circulation when Great Lake–modified convective boundary layers overrun ambient air of a greater density. The reanalysis fields show that EMLs and layers of reduced static stability tied to Great Lakes–modified convective boundary layers can extend downwind for hundreds of kilometers from their areas of formation. Operational implications and avenues for future research are discussed. [ABSTRACT FROM AUTHOR]

High-resolution airborne cloud Doppler radars such as the W-band Wyoming Cloud Radar (WCR) have, since the 1990s, investigated cloud microphysical, kinematic, and precipitation structures down to 30-m resolution. These measurements revolutionized our understanding of fine-scale cloud structure and the scales at which cloud processes occur. Airborne cloud Doppler radars may also resolve cloud turbulent eddy structure directly at 10-m scales. To date, cloud turbulence has been examined as variances and dissipation rates at coarser resolution than individual pulse volumes. The present work advances the potential of near-vertical pulse-pair Doppler spectrum width as a metric for turbulent air motion. Doppler spectrum width has long been used to investigate turbulent motions from ground-based remote sensors. However, complexities of airborne Doppler radar and spectral broadening resulting from platform and hydrometeor motions have limited airborne radar spectrum width measurements to qualitative interpretation only. Here we present the first quantitative validation of spectrum width from an airborne cloud radar. Echoes with signal-to-noise ratio greater than 10 dB yield spectrum width values that strongly correlate with retrieved mean Doppler variance for a range of nonconvective cloud conditions. Further, Doppler spectrum width within turbulent regions of cloud also shows good agreement with in situ eddy dissipation rate (EDR) and gust probe variance. However, the use of pulse-pair estimated spectrum width as a metric for turbulent air motion intensity is only suitable for turbulent air motions more energetic than the magnitude of spectral broadening, estimated to be <0.4 m s−1 for the WCR in these cases. Significance Statement: Doppler spectrum width is a widely available airborne radar measurement previously considered too uncertain to attribute to atmospheric turbulence. We validate, for the first time, the response of spectrum width to turbulence at and away from research aircraft flight level and demonstrate that under certain conditions, spectrum width can be used to diagnose atmospheric turbulence down to scales of tens of meters. These high-resolution turbulent air motion intensity measurements may better connect to cloud hydrometeor process and growth response seen in coincident radar reflectivity structures proximate to turbulent eddies. [ABSTRACT FROM AUTHOR]

Most of the aircraft skin is assembled by riveted structural parts, and the riveted holes are prone to cracks due to stress concentration, so it is urgent to carry out non-destructive testing research on aircraft riveted components. In this paper, a planar remote-field eddy current focusing detection probe was designed to study the hidden defects around the holes of aircraft riveted components, and a 3D simulation model was established for the detection of hidden defects in aircraft riveted components. The structural parameters of the focused remote-field eddy current probe were optimized by combining simulation and experiment, and the planar remote-field eddy current focusing detection test was carried out. The simulation and results showed that: When the inclination angle of the excitation coil is 10° and the coil spacing is 0 mm, the optimized focused remote-field eddy current probe can effectively detect the defect in length × width × depth of 10 mm × 0.2 mm × 1 mm under the buried depth of 9 mm. When the buried depth of the defect is 6–9 mm, the focused remote-field eddy current probe has a better detection capability than the non-focused remote-field eddy current probe. [ABSTRACT FROM AUTHOR]

Collision avoidance planning has always been a hot and important issue in the field of unmanned aircraft research. In this article, we describe an online collision avoidance planning algorithm for autonomous underwater vehicle (AUV) autonomous navigation, which relies on its own active sonar sensor to detect obstacles. The improved particle swarm optimization (I-PSO) algorithm is used to complete the path planning of the AUV under the known environment, and we use it as a benchmark to improve the fitness function and inertia weight of the algorithm. Traditional path-planning algorithms rely on accurate environment maps, where re-adapting the generated path can be highly demanding in terms of computational cost. We propose a deep reinforcement learning (DRL) algorithm based on collision avoidance tasks. The algorithm discussed in this paper takes into account the relative position of the target point and the rate of heading change from the previous timestep. Its reward function considers the target point, running time and turning angle at the same time. Compared with the LSTM structure, the Gated Recurrent Unit (GRU) network has fewer parameters, which helps to save training time. A series of simulation results show that the proposed deep deterministic policy gradient (DDPG) algorithm can obtain excellent results in simple and complex environments. [ABSTRACT FROM AUTHOR]

Moving-target-defense (MTD) fundamentally avoids an illegal initial compromise by asymmetrically increasing the uncertainty as the attack surface of the observable defender changes depending on spatial-temporal mutations. However, the existing naive MTD studies were conducted focusing only on wired network mutations. And these cases have also been no formal research on wireless aircraft domains with attributes that are extremely unfavorable to embedded system operations, such as hostility, mobility, and dependency. Therefore, to solve these conceptual limitations, this study proposes normalized drone-type MTD that maximizes defender superiority by mutating the unique fingerprints of wireless drones and that optimizes the period-based mutation principle to adaptively secure the sustainability of drone operations. In addition, this study also specifies MF2-DMTD (model-checking-based formal framework for drone-type MTD), a formal framework that adopts model-checking and zero-sum game, for attack-defense simulation and performance evaluation of drone-type MTD. Subsequently, by applying the proposed models, the optimization of deceptive defense performance of drone-type MTD for each mutation period also additionally achieves through mixed-integer quadratic constrained programming (MIQCP) and multi-objective optimization-based Pareto frontier. As a result, the optimal mutation cycles in drone-type MTD were derived as (65, 120, 85) for each control-mobility, telecommunication, and payload component configured inside the drone. And the optimal MTD cycles for each swarming cluster, ground control station (GCS), and zone service provider (ZSP) deployed outside the drone were also additionally calculated as (70, 60, 85), respectively. To the best of these authors' knowledge, this study is the first to calculate the deceptive efficiency and functional continuity of the MTD against drones and to normalize the trade-off according to a sensitivity analysis with the optimum. [ABSTRACT FROM AUTHOR]

Aircraft icing is a fairly common phenomenon, which may occur during take-off, landing and flight of the aircraft. In order to ensure flight safety, it is necessary to carry out research on aircraft anti-icing technology. Here, we demonstrate a facile method to prepare icephobic coatings that can be applied to aircraft anti-icing systems by epoxy-silicone composite resin and polytetrafluoroethylene particles. Studies have shown that this icephobic coating not only has good superhydrophobicity, abrasion resistance and aging resistance, but also has excellent anti-icing function. Supercooled droplet impact and delayed icing test results show that the icephobic surface can completely repel supercooled (− 2 °C) water droplets at − 10 °C (rebound within ~ 12 ms), while delaying the freezing process for ~ 718 s. After 10 times of mechanical deicing, the coating still maintained a low ice adhesion strength (~ 112.4 kPa) and consistent wettability. In addition, the icing state of the developed coating was evaluated by used the icing wind tunnel to simulate the icing environment of the aircraft during natural flight, and the results showed that it can significantly reduce the thickness of ice accumulation. The above properties of this icephobic surface provide a new idea for aircraft anti-icing technology. [ABSTRACT FROM AUTHOR]

Atmospheric aerosols impact the Earth’s climate system directly by scattering and absorbing solar radiation, and it is important to characterise the aerosol optical properties in detail. This study reports the development and validation of an airborne dual-wavelength cavity-attenuated phase shift-single (CAPS) monitor, named A2S2 (Aerosol Absorption Spectral Sizer) based on the commercial CAPS single scattering albedo monitor (CAPS-PMSSA, Aerodyne), to simultaneously measure the aerosol optical scattering and extinction at both 450 nm and 630 nm wavelengths. New pressure and temperature sensors and an additional flow control system were incorporated into the A2S2 for its utilization onboard research aircraft measuring within the troposphere. The evaluation of A2S2 characteristics was performed in the laboratory and included the investigation of the signal-to-noise ratio, validation of performance at various pressure levels, optical-closure studies and intercomparing with the currently validated techniques. These laboratory characterisation experiments show that the A2S2 can perform measurements at sample pressures as low as 550 hPa and at sample temperatures as high as 315 K, with an uncertainty of 1 Mm-1 at 450 nm and 0.3 Mm-1 at 630 nm for 1 Hz measurements of both scattering coefficients (σsca) and extinction coefficients (σext). The optical-closure study with size-selected polystyrene latex (PSL) particles show that the truncation error of the A2S2 is negligible for particles with particle volume diameter (Dp) < 200 nm, while for the larger sub-micrometre particles, the measurement uncertainty of A2S2 increases but remains less than 20 %. The A2S2 shows good agreement with the validated instruments for the σsca and σext at 450 nm and 630 nm. The A2S2 was successfully deployed during an aircraft measurement campaign (ACROSS) conducted in the vicinity of Paris and the surrounding regions. The average SSA measured during the entire ACROSS flight campaign is 0.86 and 0.88 at 450 nm and 630 nm, respectively, while the Scattering Ångström Exponent (SAE) varies due to measurements in various pollution conditions. The A2S2 measured σsca results exhibit overall good agreement with the nephelometer results, and it successfully produced altitude profile results over the varied background conditions. The results presented in this study indicate that the A2S2 instrument is reliable for measuring aerosol σsca and σext at both blue and red wavelengths, and it is suitable to replace the nephelometer onboard for future aircraft campaigns. [ABSTRACT FROM AUTHOR]

The Aerosol Cloud meTeorology Interactions oVer the western ATlantic Experiment (ACTIVATE) field campaign provides accurate data for aerosol characterization and trace gas profiles, and establishes knowledge of the relationships between aerosols and water. The dropsonde dataset provides an in situ characterization of the vertical thermodynamic structure of the atmosphere during 165 research flights by NASA Langley's King Air research aircraft between February 2020 and June 2022 and four test flights between December 2019 and November 2021. The research flights covered the western North Atlantic region, off the coast of the Eastern United States and around Bermuda and covered all seasons. The dropsonde profiles provide observations of temperature, pressure, relative humidity, and horizontal and vertical winds between the surface and about 9 km. 801 dropsondes were released, of which 796 were processed and 788 provide complete profiles of all parameters between the flight level and the surface with normal parachute performance. Here, we describe the dataset, the processing of the measurements, general statistics, and applications of this rich dataset. [ABSTRACT FROM AUTHOR]

We analyze cirrus cloud measurements from two dual-instrument cloud spectrometers, two hygrometers and a backscattersonde with the goal of connecting cirrus optical parameters usually accessible by remote sensing with microphysical size-resolved and bulk properties accessible in situ. Specifically, we compare the particle backscattering coefficient and depolarization ratio to the particle size distribution, effective and mean radius, surface area density, particle aspherical fraction, and ice water content. Data were acquired by instruments on board the M55 Geophysica research aircraft in July and August 2017 during the Asian Monsoon campaign based in Kathmandu, Nepal, in the framework of the StratoClim (Stratospheric and upper tropospheric processes for better climate predictions) project. Cirrus clouds have been observed over the Himalayan region between 10 km and the tropopause, situated at 17–18 km. The observed particle number densities varied between 10 and 10-4 cm -3 in the dimensional range from 1.5 to 468.5 µm in radius. Correspondingly, backscatter ratios from 1.1 up to 50 have been observed. Optical-scattering theory has been used to compare the backscattering coefficients computed from the measured particle size distribution with those directly observed by the backscattersonde. The aspect ratio of the particles, modeled as spheroids for the T-matrix approach, was left as a free parameter to match the calculations to the optical measures. The computed backscattering coefficient can be brought into good agreement with the observed one, but the match between simulated and measured depolarization ratios is insufficient. Relationships between ice particle concentration, mean and effective radius, surface area density, and ice water content with the measured backscattering coefficient are investigated for an estimate of the bulk microphysical parameters of cirrus clouds from remote sensing lidar data. The comparison between particle depolarization and aspherical fraction as measured by one of the cloud spectrometers equipped with a detector for polarization represents a novelty since it was the first time the two instruments were operated simultaneously on an aircraft. The analysis shows the difficulty of establishing an univocal link between depolarization values and the presence and amount of aspherical scatterers. This suggests the need for further investigation that could take into consideration not only the fraction of aspheric particles but also their predominant morphology. [ABSTRACT FROM AUTHOR]

Nitrogen oxides (NOx≡NO+NO2) are involved in most atmospheric photochemistry, including the formation of tropospheric ozone (O 3). While various methods exist to accurately measure NOx concentrations, it is still a challenge to quantify the source and flux of NOx emissions. We present airborne measurements of NOx and winds used to infer the emission of NOx across Los Angeles. The measurements were obtained during the research aircraft campaign RECAP-CA (Re-Evaluating the Chemistry of Air Pollutants in CAlifornia) in June 2021. Geographic allocations of the fluxes are compared to the NOx emission inventory from the California Air Resources Board (CARB). We find that the NOx fluxes have a pronounced weekend effect and are highest in the eastern part of the San Bernardino Valley. The comparison of the RECAP-CA and the modeled CARB NOx fluxes suggests that the modeled emissions are higher than expected near the coast and in Downtown Los Angeles and lower than expected further inland in the eastern part of the San Bernardino Valley. [ABSTRACT FROM AUTHOR]

This research study aimed to identify the factors influencing manned aircraft pilots' willingness to operate in AAM/UAM integrated airspace using a hypothesized model grounded in the Technology Readiness Index (TRI) and Technology Acceptance Model (TAM). Advanced Air Mobility (AAM) is the concept of using novel aircraft to transport cargo and passengers in and around regional and urban areas. Urban Air Mobility (UAM) is a subset of AAM. Currently, there is a lack of empirical research on manned aircraft pilots' willingness to operate in the vicinity of autonomous AAM/UAM aircraft. The study used a quantitative correlational design and a survey instrument to collect data from 254 participants. The findings from the study indicated support for five of the ten hypotheses, and the model explained 63% of the variance in willingness to pilot an aircraft (WTPA) in UAM/AAM integrated airspace. Perceived ease of use and trust had a positive influence on willingness to pilot, while risk had a negative influence. [ABSTRACT FROM AUTHOR]

This review proposes an overview of hybrid electric and full electric powertrains dedicated to greener aircraft in the "sky decarbonization" context. After having situated the state of the art and context of energy hybridization in the aviation sector, we propose the visit of several architectures for powertrain electrification, situating the potential benefits but also the main challenges to be faced to takeoff these new solutions. Then, as a first example, we consider the EU project "HASTECS" (Hybrid Aircraft: reSearch on Thermal and Electric Components and Systems) in the framework of Clean Sky 2. It relates to a series hybrid chain integrated into a regional aircraft. This energy system integrates especially power electronics and electric machines with a high degree of integration, which raises the "thermal challenge" and the need to integrate cooling devices. Through the snowball effects typical of the aviation sector, this example emphasizes how important it is to "hunt for kilos", an alternative solution consisting of eliminating the power electronics within the powertrain. This is why we propose a second example, which concerns an AC power channel without power electronics that only integrates synchronous magnet machines (generator and motor) directly coupled on an AC bus. This last architecture nevertheless raises questions in terms of stability, with one solution being to insert an auxiliary hybridization branch via battery storage. Theoretical analyses and experiments at a reduced power scale show the viability of this concept. Finally, some recommendations for future research with potential technological breakthroughs complete that review. [ABSTRACT FROM AUTHOR]

Atmospheric ice-nucleating particle (INP) concentration data from the free troposphere are sparse but urgently needed to understand vertical transport processes of INPs and their influence on cloud formation and properties. Here, we introduce the new High-volume flow aERosol particle filter sAmpler (HERA) which was specially developed for installation on research aircraft and subsequent offline INP analysis. HERA is a modular system consisting of a sampling unit and a powerful pump unit, and it has several features which were integrated specifically for INP sampling. Firstly, the pump unit enables sampling at flow rates exceeding 100 L min -1 , which is well above typical flow rates of aircraft INP sampling systems described in the literature (∼ 10 L min -1). Consequently, required sampling times to capture rare, high-temperature INPs (≥ - 15 ∘ C) are reduced in comparison to other systems, and potential source regions of INPs can be confined more precisely. Secondly, the sampling unit is designed as a seven-way valve, enabling switching between six filter holders and a bypass with one filter being sampled at a time. In contrast to other aircraft INP sampling systems, the valve position is remote-controlled via software so that manual filter changes during flight are eliminated and the potential for sample contamination is decreased. This design is compatible with a high degree of automation, i.e., triggering filter changes depending on parameters like flight altitude, geographical location, temperature, or time. In addition to presenting the design and principle of operation of HERA, this paper describes laboratory characterization experiments with size-selected test substances, i.e., SNOMAX® and Arizona Test Dust. The particles were sampled on filters with HERA, varying either particle diameter (300 to 800 nm) or flow rate (10 to 100 L min -1) between experiments. The subsequent offline INP analysis showed good agreement with literature data and comparable sampling efficiencies for all investigated particle sizes and flow rates. Furthermore, the collection efficiency of atmospheric INPs in HERA was compared to a straightforward filter sampler and good agreement was found. Finally, results from the first campaign of HERA on the High Altitude and LOng range research aircraft (HALO) demonstrate the functionality of the new system in the context of aircraft application. [ABSTRACT FROM AUTHOR]

We present an overview of the radiation environment monitoring program planned for the Europa Clipper mission. The harsh radiation environment of Jupiter will be measured by a dedicated Radiation Monitor (RadMon) subsystem, yielding mission accumulative Total Ionizing Dose (TID) and instantaneous electron flux measurements with a 1-Hz cadence. The radiation monitoring subsystem is comprised of a stand alone sensor assembly along with distributed TID assemblies at various locations on the spacecraft. The sensor assembly itself is made of a TID sensor stack using the Metal-Oxide Semiconducting Field-Effect Transistor (MOSFET) and a Charge Rate Monitor (CRM) that uses a stack of bulk charge collection plates. The TID measurements will provide the critical information about the overall radiation levels relevant to the degradation of electronics over time, and the electron flux data can serve as a proxy for the Internal ElectroStatic Discharge (IESD) environment by measuring the >∼1 MeV electron environment. In addition, the radiation monitoring subsystem data will be augmented by serendipitous radiation data from science instruments onboard. This will be enabled by careful modeling and analysis of opportunistic background data from potentially the following instruments: Europa Imaging System (EIS), Europa-Ultraviolet Spectrograph (Europa-UVS), Mapping Imaging Spectrometer for Europa (MISE), MAss Spectrometer for Planetary EXploration (MASPEX), Plasma Instrument for Magnetic Sounding (PIMS), and SUrface Dust Analyzer (SUDA). Based on the current analysis, these instruments will be most sensitive to >1 MeV electrons. As such, the high-energy electron data obtained by the radiation monitoring subsystem will be qualitatively and quantitatively enhanced by the high-energy electron data acquired by the instruments. The holistic radiation monitoring program for the mission will be an extensive collaboration among many teams across the flight and payload systems. Although the radiation monitoring subsystem itself is an engineering resource for the mission, the collective data from the mission can also be used to improve the scientific understanding of the Jovian magnetosphere and the high-energy electron environment near Europa, where the motion of charged particles is perturbed by the local electromagnetic environment. The data could also help in the understanding of the radiation modification of Europa surface compounds, which could subsequently help guide lab experiments to aid in understanding the origin and evolution of surface materials and in constraining the interpretation of observational data. To this end, the radiation monitoring subsystem is a useful resource for helping address the Europa Clipper mission's primary goal of assessing the habitability of Europa. [ABSTRACT FROM AUTHOR]

This study describes the Korea Meteorological Administration/National Institute of Meteorological Sciences (KMA/NIMS) Atmospheric Research Aircraft (NARA) and its observational data archive. NARA has been performing annual observation flights, which are aimed at reducing the uncertainty of atmospheric observations in the observation data gap area around the Korean peninsula, since January 2018. An online system has also been constructed to provide data management, transmission, quality control and simple visualization. The mission strategy of NARA is subdivided into four individual units, namely observations of severe weather (SW), climate monitoring (CM), environmental monitoring (EM) and cloud physics and weather modification experiments (CP). As of December 2020, NARA has been launched operationally for 325 flights (corresponding to 9.02 flights per month), typically over the West Sea, mid‐inland areas (34.4% and 25.4%, respectively), and below an altitude of 3 km (51.9%). Results of intercomparison tests confirmed that NARA measurements have reasonable offsets (<0.9%) to each other in terms of pressure and temperature. Moreover, the monthly average temperature profile in the East Sea area showed a seasonal variation was detected in monthly variation. From these results, it is evident that NARA data will contribute significantly to enhancing the level of scientific understanding of atmospheric observations and the applications (i.e. long‐term study) thereof as the amount of data accumulated increases. [ABSTRACT FROM AUTHOR]