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Jacob Revesz

Publications and source records attributed to Jacob Revesz.

4 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2023

Safety Case for Small Uncrewed Aircraft Systems (sUAS) Beyond Visual Line of Sight (BVLOS) Operations at NASA Langley Research Center

This Technical Memorandum (TM) is written to provide for dissemination of the methods and safety considerations for operations of small Uncrewed Aerial Systems (sUAS) Beyond Visual Line-of-Sight (BVLOS)at NASA Langley Research Center. It includes the Safety Case used to acquire a BVLOS Certificate of Authorization (COA) from the FAA and is being published to enable others to benefit from this work. The intended operations, subject to approval from the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA), will include a combination of Within Visual Line of Sight (WVLOS) and Beyond Visual Line of Sight (BVLOS) flights, comprising of at most five sUAS operating concurrently, with no more than three operating BVLOS. Flights will occur in a subset of the Langley Air Force Base (LAFB) Class D airspace (KLFI) at a maximum altitude of 400 ft AGL. Most operations within this subset will take place in the City Environment Range Testing for Autonomous Integrated Navigation (CERTAIN) Range. The CERTAIN Range includes airspace inside the borders of NASA Langley Research Center (LaRC). Additional airspace over the northern section of CERTAIN will be requested as part of the Certificate of Authorization (COA). NASA LaRC BVLOS operations on the CERTAIN Range can be broken down into five critical components needed to meet the 14 CFR § 91.113 see and avoid requirement: 1) procedural deconfliction with LAFB for UAS operations at or below 400 ft and manned aircraft at or above 900’ AGL; 2) ground equipment for detection of intruder aircraft and to support communications between crewmembers ; 3) sUAS vehicles with advanced onboard automation capable of autonomously maintaining safe separation; 4) BVLOS standardized operating procedures (SOPs); 5) and personnel to execute the flight operations in accordance with the SOPs and respond to airborne contingencies. The introduction of new ground equipment includes the use of the Remote Operations for Autonomous Missions (ROAM) UAS Operations Center, development and use of an Integrated Airspace Display (IAD), use of the L-STAR and GA-9120 radars, and the incorporation of standardized Vertiports. The ROAM Operations Center will be the central point for all BVLOS sUAS operations. All command and control (C2), voice communications and airspace awareness displays will reside inside ROAM. The IAD will provide raw data from ADS-B, FLARM, radar tracks and telemetered GPS vehicle positions for interpretation by an Airspace Monitor. The radars will search the class D airspace around the CERTAIN Range and serve as a backup to procedural deconfliction procedures coordinated with LAFB. In the event of a procedural deconfliction breakdown, radar detections of non-participating aircraft will be available so that the 91.113 see and avoid requirement can still be safely met. Finally, the incorporation of Vertiports will have video and network connectivity that enables large numbers of sUAS launches and recoveries from a single location. This is a continuation of the remote command and control of unpiloted aircraft component focused on evaluating unpiloted aircraft flight crew roles and responsibilities, control interfaces and the associated data links needed to operate a fleet of aircraft within a UAM Ecosystem. This work supports the development of future aviation operational concepts based on an Urban Air Mobility Maturity Level (UML) 4 environment (Patterson, 2020). It is assumed that future airspace will include hundreds of simultaneous aircraft operations within the airspace, therefore scalable operations are essential for enabling this future airspace to become a reality. Follow on work includes envisioned flights that expand operations beyond the CERTAIN range and lead to an effective Maritime Surveillance capability.

Matthew W Coldsnow↗
NASA NTRS2023

Acoustics Technical Working Group and UAM Noise Working Group Proceedings

The NASA Acoustics Technical Working Group Meeting originally started as a program planning meeting in 1992 and has grown through the years. The purpose of these biannual meetings is to foster communication and collaboration among NASA researchers and their university, industry, and government colleagues on activities and work of current and future mutual interest. The NASA-led Urban Air Mobility (UAM) Noise Working Group (UNWG) Meeting began in 2018 as a one-day meeting immediately following the Acoustics Technical Working Group Meeting. The UNWG utilizes four subgroups that conduct regular meetings throughout the year to focus on challenges facing UAM vehicles for community noise and acceptance. The four subgroups coordinate research for development of noise prediction tools/noise reduction technologies, ground and flight test methods, human response and metrics, and regulations and policy (led by the FAA). This work is a compilation of the presentations given at ATWG/UNWG Fall 2022 held in person and via Teams at NASA Glenn Research Center. All NASA content was previously submitted through STRIVES for public presentation. This is merely a compilation. Non-NASA content has permission to distribute. Slide 208 video is included in the Available Downloads as Medial.MOV.

Advanced Air Mobility↗
NASA NTRSDate not supplied

Use of an Uninhabited Aircraft System (UAS) for Atmospheric Observations During an Acoustic Flight Test

A jet noise test was performed at Niagara Falls International Airport using a Calspan Learjet 25 by acoustics researchers at NASA Glenn Research Center in partnership with Calspan personnel and Uninhabited Aircraft Systems (UAS) pilots and sensor operators from NASA Langley Research Center. To account for atmospheric attenuation in the de-propagation of jet noise from a ground-based microphone array to the source for comparison with model data collected in a facility at NASA GRC, a vertical profile of atmospheric conditions was required. To that end, a sUAS was flown with a weather sensor package measuring atmospheric pressure, humidity, and temperature in a range of altitudes from ground level to 304.8 m (1,000 ft) above ground level (AGL). The sUAS flights were performed concurrently with and adjacent to the Learjet flight path. Data from these UAS flights are presented herein; additionally, comparisons with conventional balloon-borne instrumentation are made with a particular focus on the quality and capability of UAS-based observations for acoustic flight test applications. Furthermore, a ground-based light detection and ranging (LiDAR) system was deployed for collecting wind magnitude and direction for discrete altitudes up to 304.8 m (1,000 ft) AGL. Data from the LiDAR unit will be presented and discussed in the context of aircraft acoustic flight testing. This effort was supported by NASA’s Commercial Supersonic Technology project.

UAS↗