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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 NTRS2017

A Virtual Laboratory for Aviation and Airspace Prognostics Research

Integration of Unmanned Aerial Vehicles (UAVs), autonomy, spacecraft, and other aviation technologies, in the airspace is becoming more and more complicated, and will continue to do so in the future. Inclusion of new technology and complexity into the airspace increases the importance and difficulty of safety assurance. Additionally, testing new technologies on complex aviation systems and systems of systems can be challenging, expensive, and at times unsafe when implementing real life scenarios. The application of prognostics to aviation and airspace management may produce new tools and insight into these problems. Prognostic methodology provides an estimate of the health and risks of a component, vehicle, or airspace and knowledge of how that will change over time. That measure is especially useful in safety determination, mission planning, and maintenance scheduling. In our research, we develop a live, distributed, hardware- in-the-loop Prognostics Virtual Laboratory testbed for aviation and airspace prognostics. The developed testbed will be used to validate prediction algorithms for the real-time safety monitoring of the National Airspace System (NAS) and the prediction of unsafe events. In our earlier work1 we discussed the initial Prognostics Virtual Laboratory testbed development work and related results for milestones 1 & 2. This paper describes the design, development, and testing of the integrated tested which are part of milestone 3, along with our next steps for validation of this work. Through a framework consisting of software/hardware modules and associated interface clients, the distributed testbed enables safe, accurate, and inexpensive experimentation and research into airspace and vehicle prognosis that would not have been possible otherwise. The testbed modules can be used cohesively to construct complex and relevant airspace scenarios for research. Four modules are key to this research: the virtual aircraft module which uses the X-Plane simulator and X-PlaneConnect toolbox, the live aircraft module which connects fielded aircraft using onboard cellular communications devices, the hardware in the loop (HITL) module which connects laboratory based bench-top hardware testbeds and the research module which contains diagnostics and prognostics tools for analysis of live air traffic situations and vehicle health conditions. The testbed also features other modules for data recording and playback, information visualization, and air traffic generation. Software reliability, safety, and latency are some of the critical design considerations in development of the testbed.

LVC-DE↗
NASA NTRS2010

Cast Glance Near Infrared Imaging Observations of the Space Shuttle During Hypersonic Re-Entry

High resolution calibrated infrared imagery of the Space Shuttle was obtained during hypervelocity atmospheric entries of the STS-119, STS-125 and STS128 missions and has provided information on the distribution of surface temperature and the state of the airflow over the windward surface of the Orbiter during descent. This data collect was initiated by NASA s Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) team and incorporated the use of air- and land-based optical assets to image the Shuttle during atmospheric re-entry. The HYTHIRM objective is to develop and implement a set of mission planning tools designed to establish confidence in the ability of an existing optical asset to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. On Space Shuttle Discovery s STS-119 mission, NASA flew a specially modified thermal protection system tile and instrumentation package to monitor heating effects from boundary layer transition during re-entry. On STS-119, the windward airflow on the port wing was deliberately disrupted by a four-inch wide and quarter-inch tall protuberance built into the modified tile. In coordination with this flight experiment, a US Navy NP-3D Orion aircraft was flown 28 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 using a long-range infrared optical package referred to as Cast Glance. Approximately two months later, the same Navy Cast Glance aircraft successfully monitored the surface temperatures of the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission. In contrast to Discovery, Atlantis was not part of the Boundary Layer Transition (BLT) flight experiment, thus the vehicle was not configured with a protuberance on the port wing. In September 2009, Cast Glance was again successful in capturing infrared imagery and monitoring the surface temperatures on Discovery s next flight, STS-128. Again, NASA flew a specially modified thermal protection system tile and instrumentation package to monitor heating effects from boundary layer transition during re-entry. During this mission, Cast Glance was able to image laminar and turbulent flow phenomenology optimizing data collection for Mach 14.7. The purpose of this paper is to describe key elements associated with STS-119/125/128 mission planning and execution from the perspective of the Cast Glance flight crew that obtained the imagery. The paper will emphasize a human element of experience, expertise and adaptability seamlessly coupled with Cast Glance system and sensor technology required to manually collect the required imagery. Specific topics will include a near infrared (NIR) camera upgrade that was implemented just prior to the missions, how pre-flight radiance modeling was utilized to optimize the IR sensor configuration, communications, the development of aircraft test support positions based upon Shuttle trajectory information, support to contingencies such as Shuttle one orbit wave-offs/west coast diversions and then the Cast Glance perspective during an actual Shuttle imaging mission.

Tack, Steve↗
NASA NTRS1988

Digital avionics susceptibility to high energy radio frequency fields

Generally, noncritical avionic systems for transport category aircraft have been designed to meet radio frequency (RF) susceptibility requirements set forth in RTCA DO 160B, environmental conditions and test procedures for airborne equipment. Section 20 of this document controls the electromagnetic interference (EMI) hardening for avionics equipment to levels of 1 and 2 V/m. Currently, US equipment manufacturers are designing flight-critical fly-by-wire avionics to a much higher level. The US Federal Aviation Administration (FAA) has requested that the RTCA SC-135 high-energy radio frequency (HERF) working group develop appropriate testing procedures for section 20 of RTCA DO 160B for radiated and conducted susceptibility at the box and systems level. The FAA has also requested the SAE AE4R committee to address installed systems testing, airframe shielding effects and RF environment monitoring. Emitters of interest include radar (ground, ship, and aircraft) commercial broadcast and TV station, mobile communication, and other transmitters that could possibly affect commercial aircraft.

Larsen, William E.↗
NASA NTRS2016

Outcomes of the 2015 World Radiocommunication Conference for Aeronautical Spectrum and Applications

At the conclusion of a nearly four year study cycle following the closing of the 2012 World Radiocommunication Conference (WRC-12), the 2015 WRC in November of 2015 considered a number of agenda items and issues relevant to systems and spectrum allocations supporting communications, navigation and surveillance for the operation of civil aviation. Among a number of WRC-15 agenda items and issues, the key agenda items affecting civil aviation included: unmanned aircraft systems use of the Fixed Satellite Service for command and control communications; global flight tracking; new allocations to International Mobile Telecommunications (IMT); and protection of the Fixed Satellite Service to support safe operation of aircraft. A number of other agenda items affecting or potentially affecting civil aviation were also addressed by WRC-15. In this paper we describe the outcomes of WRC-15 for these civil aeronautical-relevant issues. We then outline the civil aviation-related agenda items and issues that will be considered at the upcoming 2019 WRC.

air traffic control↗
NASA NTRS2003

Aerospace Communications Security Technologies Demonstrated

In light of the events of September 11, 2001, NASA senior management requested an investigation of technologies and concepts to enhance aviation security. The investigation was to focus on near-term technologies that could be demonstrated within 90 days and implemented in less than 2 years. In response to this request, an internal NASA Glenn Research Center Communications, Navigation, and Surveillance Aviation Security Tiger Team was assembled. The 2-year plan developed by the team included an investigation of multiple aviation security concepts, multiple aircraft platforms, and extensively leveraged datalink communications technologies. It incorporated industry partners from NASA's Graphical Weather-in-the-Cockpit research, which is within NASA's Aviation Safety Program. Two concepts from the plan were selected for demonstration: remote "black box," and cockpit/cabin surveillance. The remote "black box" concept involves real-time downlinking of aircraft parameters for remote monitoring and archiving of aircraft data, which would assure access to the data following the loss or inaccessibility of an aircraft. The cockpit/cabin surveillance concept involves remote audio and/or visual surveillance of cockpit and cabin activity, which would allow immediate response to any security breach and would serve as a possible deterrent to such breaches. The datalink selected for the demonstrations was VDL Mode 2 (VHF digital link), the first digital datalink for air-ground communications designed for aircraft use. VDL Mode 2 is beginning to be implemented through the deployment of ground stations and aircraft avionics installations, with the goal of being operational in 2 years. The first demonstration was performed December 3, 2001, onboard the LearJet 25 at Glenn. NASA worked with Honeywell, Inc., for the broadcast VDL Mode 2 datalink capability and with actual Boeing 757 aircraft data. This demonstration used a cockpitmounted camera for video surveillance and a coupling to the intercom system for audio surveillance. Audio, video, and "black box" data were simultaneously streamed to the ground, where they were displayed to a Glenn audience of senior management and aviation security team members.

Griner, James H.↗
NASA NTRS1984

Facilities for meteorological research at NASA Goddard/Wallops Flight Facility

The technical characteristics of the Atmospheric Sciences Research Facility, the improvements being made to the instrumentation there which will enhance its usefulness in atmospheric research, and several of the on-going research programs are described. Among the area of atmospheric research discussed are clouds and precipitation, lightning, ozone, wind, and storms. Meteorological instruments including Doppler radar, spectrophotometers, and ozone sensors are mentioned. Atmospheric research relevant to aircraft design and COMSTAR communication satellites is briefly discussed.

Gerlach, J. C.↗
NASA NTRS1991

Estimation of raindrop size distribution parameters from a dual-parameter spaceborne radar measurement

A method to estimate raindrop size distribution (DSD) parameters from a combined Zm profile and path-integrated attenuation is shown, and a test result of the method using the data from an aircraft experiment is presented. The 'semi' dual-parameter (SDP) measurement is employed to estimate DSD parameters using the data obtained from an aircraft experiment conducted by Communications Research Laboratory, Tokyo, in conjunction with NASA. The validity of estimated DSD parameters is examined using measured Ka-band radar reflectivities. The estimated path-averaged N(0) is consistent with the Ka/X Ze ratio, and the use of estimated DSD shows excellent agreement between the rain rates estimated from the X-band and K-band Zes. The feasibility of estimating DSD parameters from space is confirmed.

Kozu, Toshiaki↗
NASA NTRS1994

Dual-Beam Microstrip Array Antenna

Microstrip array antenna similar to one described in "Parallel/Series-Fed Microstrip Array Antenna" (NPO-18678), except one array produces two off-broadside beams with no additional complication of feeds. Adjacent elements spaced and phased to radiate coherently in desired beam squint directions. In original application, two beams used in airborne synthetic-aperture interferometric radar to measure along-track and cross-track velocities simultaneously. Other potential applications include multiple-beam communications and tracking of aircraft at airports.

Huang, John↗
NASA NTRS1995

Ka-Band MMIC Subarray Technology Program (Ka-Mist)

Ka-band monolithic microwave integrated circuit (MMIC) arrays have been considered as having high potential for increasing the capability of space, aircraft, and land mobile communication systems in terms of scan performance, data rate, link margin, and flexibility while offering a significant reduction in size, weight, and power consumption. Insertion of MMIC technology into antenna systems, particularly at millimeter wave frequencies using low power and low noise amplifiers in closed proximity to the radiating elements, offers a significant improvement in the array transmit efficiency, receive system noise figure, and overall array reliability. Application of active array technology also leads to the use of advanced beamforming techniques that can improve beam agility, diversity, and adaptivity to complex signal environments. The objective of this program was to demonstrate the technical feasibility of the 'tile' array packaging architecture at EHF via the insertion of 1990 MMIC technology into a functional tile array or subarray module. The means test of this objective was to demonstrate and deliver to NASA a minimum of two 4 x 4 (16 radiating element) subarray modules operating in a transmit mode at 29.6 GHz. Available (1990) MMIC technology was chosen to focus the program effort on the novel interconnect schemes and packaging requirements rather than focusing on MMIC development. Major technical achievements of this program include the successful integration of two 4 x 4 subarray modules into a single antenna array. This 32 element array demonstrates a transmit EIRP of over 300 watts yielding an effective directive power gain in excess of 55 dB at 29.63 GHz. The array has been actively used as the transmit link in airborne/terrestrial mobile communication experiments accomplished via the ACTS satellite launched in August 1993.

Pottinger, W.↗
NASA NTRS2000

Realistic Radio Communications in Pilot Simulator Training

Simulators used for total training and evaluation of airline pilots must satisfy stringent criteria in order to assure their adequacy for training and checking maneuvers. Air traffic control and company radio communications simulation, however, may still be left to role-play by the already taxed instructor/evaluators in spite of their central importance in every aspect of the flight environment. The underlying premise of this research is that providing a realistic radio communications environment would increase safety by enhancing pilot training and evaluation. This report summarizes the first-year efforts of assessing the requirement and feasibility of simulating radio communications automatically. A review of the training and crew resource/task management literature showed both practical and theoretical support for the need for realistic radio communications simulation. A survey of 29 instructor/evaluators from 14 airlines revealed that radio communications are mainly role-played by the instructor/evaluators. This increases instructor/evaluators' own workload while unrealistically lowering pilot communications load compared to actual operations, with a concomitant loss in training/evaluation effectiveness. A technology review searching for an automated means of providing radio communications to and from aircraft with minimal human effort showed that while promising, the technology is still immature. Further research and the need for establishing a proof-of-concept are also discussed.

Burki-Cohen, Judith↗
NASA NTRS1993

Fighting Forest Fires

Firefly is an airborne system for imaging forest fires. It uses satellite-based navigation for greater positioning accuracy and offers timeliness in fire location data delivery with on board data processing and a direct aircraft-to-fire camp communications link. Developed by Jet Propulsion Laboratory and the USFS, it has an infrared line scanner to identify fire boundaries and an infrared sensor system that can penetrate smoke to image the ground. Firefly is an outgrowth of a previous collaboration that produced FLAME, an airborne fire mapping instrument. Further refinements are anticipated by NASA and the United States Forest Service (USFS).

Source record↗
NASA NTRS2002

SOFIA Water Vapor Monitor Design

The SOFIA Water Vapor Monitor (WVM) is a heterodyne radiometer designed to determine the integrated amount of water vapor along the telescope line of sight and directly to the zenith. The basic technique that was chosen for the WVM uses radiometric measurements of the center and wings of the 183.3 GHz rotational line of water to measure the water vapor. The WVM reports its measured water vapor levels to the aircraft Mission Controls and Communication System (MCCS) while the SOFIA observatory is in normal operation at flight altitude. The water vapor measurements are also available to other scientific instruments aboard the observatory. The electrical, mechanical and software design of the WVM are discussed.

Cooper, R.↗
NASA NTRS1994

NASA's K/Ka-Band Broadband Aeronautical Terminal for Duplex Satellite Video Communications

JPL has recently begun the development of a Broadband Aeronautical Terminal (BAT) for duplex video satellite communications on commercial or business class aircraft. The BAT is designed for use with NASA's K/Ka-band Advanced Communications Technology Satellite (ACTS). The BAT system will provide the systems and technology groundwork for an eventual commercial K/Ka-band aeronautical satellite communication system. With industry/government partnerships, three main goals will be addressed by the BAT task: 1) develop, characterize and demonstrate the performance of an ACTS based high data rate aeronautical communications system; 2) assess the performance of current video compression algorithms in an aeronautical satellite communication link; and 3) characterize the propagation effects of the K/Ka-band channel for aeronautical communications.

communications↗
NASA NTRS2010

UAS Integration into the NAS Project

The goal of the UAS Integration in the NAS Project is to contribute capabilities that reduce technical barriers related to the safety and operational challenges associated with enabling routine UAS access to the NAS This goal will be accomplished through a two-phased approach of system-level integration of key concepts, technologies and/or procedures, and demonstrations of integrated capabilities in an operationally relevant environment. Technical objectives include: PHASE 1: a) Validating the key technical areas identified by this project. System-level analyses, a State of the Art Analysis (SOAA), and a ConOps will identify the challenges and barriers preventing routine UAS access to the NAS. b) Developing a national roadmap and gap analysis identifying specific deliverables in the area of operations, procedures, and technologies that will impact future policy decisions. PHASE 2: a) Provide regulators with a methodology for developing airworthiness requirements for UAS and data to support development of certifications standards and regulatory guidance. b) Provide systems-level integrated testing of concepts and/or capabilities that address barriers to routine access to the NAS. Through simulation and flight testing, address issues including separation assurance, communications requirements, and Pilot Aircraft Interfaces (PAIs) in operationally relevant environments

Bauer, Jeff↗
NASA NTRS2004

Error Cost Escalation Through the Project Life Cycle

It is well known that the costs to fix errors increase as the project matures, but how fast do those costs build? A study was performed to determine the relative cost of fixing errors discovered during various phases of a project life cycle. This study used three approaches to determine the relative costs: the bottom-up cost method, the total cost breakdown method, and the top-down hypothetical project method. The approaches and results described in this paper presume development of a hardware/software system having project characteristics similar to those used in the development of a large, complex spacecraft, a military aircraft, or a small communications satellite. The results show the degree to which costs escalate, as errors are discovered and fixed at later and later phases in the project life cycle. If the cost of fixing a requirements error discovered during the requirements phase is defined to be 1 unit, the cost to fix that error if found during the design phase increases to 3 - 8 units; at the manufacturing/build phase, the cost to fix the error is 7 - 16 units; at the integration and test phase, the cost to fix the error becomes 21 - 78 units; and at the operations phase, the cost to fix the requirements error ranged from 29 units to more than 1500 units

Stecklein, Jonette M.↗
NASA NTRS2018

Design, Development, and Flight Evaluation of Pilot Displays and Long-Track Control for Wake Surfing Applications

From April to May 2017, the National Aeronautics and Space Administration Armstrong Flight Research Center completed a series of flights with a trail C-20A airplane surfing in the wake of a Gulfstream III airplane using a commercially available datalink as the primary communication between the two aircraft. The purpose of this test was to characterize the aerodynamic benefits received by the trail airplane flying in the upwash portion of the wake generated from the lead airplane. Lateral and vertical relative position to the wake were automatically controlled through an experimental programmable autopilot on the C-20A airplane. Long-track, the separation distance between the two aircraft, was maintained by test pilots managing throttle position using customized cockpit displays. These displays provided the pilots with throttle cues for maintaining long-track position and situational awareness of the wake vortex relative to the position of the trail airplane. Flight testing demonstrated the ability of the pilots to use these displays to maintain a safe long-track distance, but found there to be trades between tracking performance and the frequency of throttle motion. The wake awareness display provided the pilots with adequate situational awareness of the wake vortex during the flight experiment. This paper presents a summary of the design, development, and flight evaluation of the pilot displays and long-track control.

aircraft↗
NASA NTRS2019

Concept of Operations for Urban Air Mobility Command and Control Communications

Urban Air Mobility (UAM) is a burgeoning flight services concept for passenger and cargo airborne applications operating within and around urban environments. Among the services envisioned, most attention is being directed at airborne personal transport to improve transit time and mitigate automobile congestion. In addition, delivery services for more efficient transport of goods and local area information gathering for timely media dissemination and emergency monitoring will also likely be early UAM system applications. Among the infrastructure components in need of development are communications systems that manage these air vehicles. Not only will there be a need to communicate with the pilots in command of the aircraft for traffic management, but the control of the aircraft and monitoring of the aircraft systems will also need to use these communications systems to ensure safe operations.

Urban Air Mobility (UAM)↗