Search NASA⌕ Search

SEARCH · Search NASA

Results for “AIRCRAFT COMMUNICATION”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
NASA NTRS2019

AFRC Wireless Development Plans and Needs

This presentation highlights NASA AFRCs wireless systems development plans as well as technological needs and airworthiness challenges for flight test/research applications. The presentation discusses desired wireless sensing and wireless data communication methodologies for specific aircraft areas such as wings, tail, engines, and landing gears. The presentation also provides information for potential industry partners seeking to collaborate in the development of sensors through various means as well as to verify and validate wireless sensors and systems through flight at AFRC.

telemetry systems↗
NASA NTRS2014

Enabling a Science Support Structure for NASAs Global Hawk UASs

In this paper we describe the information technologies developed by NASA for the Winter/Spring 2013/2014, and Fall 2014, NASA Earth Venture Campaigns, Hurricane and Severe Storm Sentinel (HS3) and Airborne Tropical TRopopause EXperiment (ATTREX). These campaigns utilized Global Hawk UAS vehicles equipped at the NASA Armstrong (previously Dryden) Flight Research Facility (AFRC), Edwards Air Force Base, California, and operated from there, the NASA Wallops Flight Facility (WFF), Virginia, and Anderson Air Force Base (AAFB), Guam. Part of this enabling infrastructure utilized a layer 2 encrypted terrestrial Virtual Local Area Network (VLAN) that, at times, spanned greater than ten thousand miles (AAFB <-> AFRC <-> WFF) and was routed over geosynchronous Ku band communication Satellites directly to the aircraft sensor network. This infrastructure enabled seamless hand off between Satellites, and Satellite ground stations in Guam, California and Virginia, so allowing simultaneous Aircraft Command and Control and Science operations from remote locations. Additionally, we will describe the other elements of this infrastructure, from on-board geo-enabled databases, to real time communications directly from the instruments (in some cases, more than twelve were carried, and simultaneously operated, on one aircraft) to the researchers and other interested parties, world wide.

Virtual Local Area Network (VLAN)↗
NASA NTRS1978

Automated meteorological data from commercial aircraft via satellite: Present experience and future implications

A low-cost communications system to provide meteorological data from commercial aircraft, in neat real-time, on a fully automated basis has been developed. The complete system including the low profile antenna and all installation hardware weighs 34 kg. The prototype system was installed on a B-747 aircraft and provided meteorological data (wind angle and velocity, temperature, altitude and position as a function of time) on a fully automated basis. The results were exceptional. This concept is expected to have important implications for operational meteorology and airline route forecasting.

Steinberg, R.↗
NASA NTRSDate not supplied

Detecting Risk and Anomalies in Airplane Dynamics Through Entropic Analysis of Time Series Data

Despite recent efforts to move away from traditional threshold exceedance detection methods for aircraft state monitoring, modern aircraft still rely on safety thresholds to communicate to pilots the identification of an anomaly in the aircraft when a threshold is surpassed. Current anomaly detection methods mainly depend on uninterpretable machine learning models to learn complex patterns and relationships contained in the time series data of aircraft. Although these methods are capable of identifying known anomalies, their deficiency in interpretability presents a challenge when translating them to different aircraft. To overcome this deficiency, entropic analysis of aircraft dynamics seeks to characterize the complexity, or lack thereof, of the aircraft dynamics prior to the development of a risk scenario. This complexity characterization provides a more straightforward summary of state changes in the dynamics of flight variables. To build a foundation for entropic analysis, we analyzed the complexity of unstable approaches, an anomalous event present in many of today’s aviation accidents. The analysis revealed a statistically significant difference in the complexity distribution of flight variables under a stable approach versus an unstable approach. These differences in complexity were especially notable minutes before an approach was identified as unstable. Moreover, the multiscale entropic analysis revealed the presence of signal complexity at multiple time scales across multiple time windows before landing. By capturing state changes and corrections in the aircraft dynamics using entropy, advanced, yet still interpretable, sensor systems based on entropic frameworks from this study can be constructed in the future using classical machine learning approaches.

Risk detection↗
NASA NTRS1984

Inflight IFR procedures simulator

An inflight IFR procedures simulator for generating signals and commands to conventional instruments provided in an airplane is described. The simulator includes a signal synthesizer which generates predetermined simulated signals corresponding to signals normally received from remote sources upon being activated. A computer is connected to the signal synthesizer and causes the signal synthesizer to produce simulated signals responsive to programs fed into the computer. A switching network is connected to the signal synthesizer, the antenna of the aircraft, and navigational instruments and communication devices for selectively connecting instruments and devices to the synthesizer and disconnecting the antenna from the navigational instruments and communication device. Pressure transducers are connected to the altimeter and speed indicator for supplying electrical signals to the computer indicating the altitude and speed of the aircraft. A compass is connected for supply electrical signals for the computer indicating the heading of the airplane. The computer upon receiving signals from the pressure transducer and compass, computes the signals that are fed to the signal synthesizer which, in turn, generates simulated navigational signals.

Parker, L. C.↗
NASA NTRS2001

Satellite Communications for Aeronautical Applications: Recent research and Development Results

Communications systems have always been a critical element in aviation. Until recently, nearly all communications between the ground and aircraft have been based on analog voice technology. But the future of global aviation requires a more sophisticated "information infrastructure" which not only provides more and better communications, but integrates the key information functions (communications, navigation, and surveillance) into a modern, network-based infrastructure. Satellite communications will play an increasing role in providing information infrastructure solutions for aviation. Developing and adapting satellite communications technologies for aviation use is now receiving increased attention as the urgency to develop information infrastructure solutions grows. The NASA Glenn Research Center is actively involved in research and development activities for aeronautical satellite communications, with a key emphasis on air traffic management communications needs. This paper describes the recent results and status of NASA Glenn's research program.

Kerczewski, Robert J.↗
NASA NTRS2011

Trajectory-Based Complexity (TBX): A Modified Aircraft Count to Predict Sector Complexity During Trajectory-Based Operations

In this paper we introduce a new complexity metric to predict -in real-time- sector complexity for trajectory-based operations (TBO). TBO will be implemented in the Next Generation Air Transportation System (NextGen). Trajectory-Based Complexity (TBX) is a modified aircraft count that can easily be computed and communicated in a TBO environment based upon predictions of aircraft and weather trajectories. TBX is scaled to aircraft count and represents an alternate and additional means to manage air traffic demand and capacity with more consideration of dynamic factors such as weather, aircraft equipage or predicted separation violations, as well as static factors such as sector size. We have developed and evaluated TBX in the Airspace Operations Laboratory (AOL) at the NASA Ames Research Center during human-in-the-loop studies of trajectory-based concepts since 2009. In this paper we will describe the TBX computation in detail and present the underlying algorithm. Next, we will describe the specific TBX used in an experiment at NASA's AOL. We will evaluate the performance of this metric using data collected during a controller-inthe- loop study on trajectory-based operations at different equipage levels. In this study controllers were prompted at regular intervals to rate their current workload on a numeric scale. When comparing this real-time workload rating to the TBX values predicted for these time periods we demonstrate that TBX is a better predictor of workload than aircraft count. Furthermore we demonstrate that TBX is well suited to be used for complexity management in TBO and can easily be adjusted to future operational concepts.

trajectories↗
NASA NTRS2020

Design and Implementation of a Scenario Development Process for a 2040 Trajectory-Based Operations Simulation

The National Aeronautics and Space Administration (NASA) is supporting research to transition from a legacy, air traffic management (ATM) system to Trajectory-Based Operations (TBO) environment targeting the 2035-2045 timeframe by creating simulation scenarios for current and future studies. TBO in the National Airspace System (NAS) focuses on modernizing the current operating paradigm to increase efficiency, predictability, resilience, and flexibility while migrating toward greater operational autonomy across the airspace. These simulation scenarios offer a wide dissemination and use of system-level constraints and aircraft state/intent data, routine use of data communications to request complex trajectory modifications and to receive clearances, and aircraft that are flying on 4-D trajectories with flexibility when desired, but structure where required. This report describes the end-to-end development of scenarios for the NASA Langley Research Center simulation environment to represent a 2040 Trajectory-Based Operations airspace for air transport operations research.

Trajectory-Based Operations↗
NASA NTRSDate not supplied

A Review on Cybersecurity Vulnerabilities for Urban Air Mobility

Recent developments of high-powered unmanned aerial vehicles (UAVs) have allowed for urban air mobility (UAM) to become a reality. While the propulsive technology of these flying cars has almost reached an economic level, the infrastructure to allow for these vehicles to operate in an urban environment is still lacking. With numerous known vulnerabilities in UAVs and commercial aircraft, manufacturers have not addressed cybersecurity in the scope of urban air mobility. This paper presents a review of several known cybersecurity vulnerabilities and previous attacks associated with the core communication systems of UAVs and aircraft. Analyzing current solutions to each threat and incorporating early concepts for UAM, this paper then presents a basic framework featuring a blockchain-based PKI with secondary navigation systems to allow for the development of secure airspace.

Urban Air Mobility↗
NASA NTRS2013

Frequency Spectrum for Integration of Unmanned Aircraft

The goal of enabling the integration of unmanned aircraft systems (UAS) into the National Airspace System (NAS) in terms of UAS achieving routine access to the NAS has been established as a national goal in the United States. Among a number of technical barriers that must be overcome to meet this goal is the absence of standard, certifiable communications links supplying the control and non-payload communications (CNPC) function, essentially providing the link over which a pilot on the ground can control the unmanned aircraft (UA). The International Civil Aviation Organization (ICAO) has determined that the CNPC link must operate over protected aviation spectrum. Therefore protected aviation spectrum must be allocated for this function, approved through the processes of the International Telecommunications Union Radiocommunication Sector (ITU-R). Work has progressed in the definition of spectrum requirements for CNPC, and a portion of these requirements has been satisfied through new allocations approved at the ITU-R 2012 World Radiocommunication Conference (WRC-12). Additional work is ongoing or planned to satisfy the remaining spectrum requirements and define the specifications for the usage of CNPC spectrum allocations and develop supporting standards. This paper provides an overview of the status of RF spectrum for UAS CNPC. Issues that have been identified and ongoing analysis and research that will be necessary to fulfill spectrum requirements for UAS CNPC will be discussed. The results of this work will provide for the safe integration of UA into the NAS in both the LOS (Line of Sight) and BLOS (Beyond Line of Sight) realms.

aircraft communications↗
NASA NTRS2001

Optimizing Airspace System Capacity Through a Small Aircraft Transportation System: An Analysis of Economic and Operational Considerations

America's air transport system is currently faced with two equally important dilemmas. First, congestion and delays associated with the overburdened hub and spoke system will continue to worsen unless dramatic changes are made in the way air transportation services are provided. Second, many communities and various regions of the country have not benefited from the air transport system, which tends to focus its attention on major population centers. An emerging solution to both problems is a Small Aircraft Transportation System (SATS), which will utilize a new generation of advanced small aircraft to provide air transport services to those citizens who are poorly served by the hub and spoke system and those citizens who are not served at all. Using new innovations in navigation, communication, and propulsion technologies, these aircraft will enable users to safely and reliably access the over 5,000 general aviation landing facilities around the United States. A small aircraft transportation system holds the potential to revolutionize the way Americans travel and to greatly enhance the use of air transport as an economic development tool in rural and isolated communities across the nation.

Tarry, Scott E.↗
NASA NTRS2017

Control and Non-Payload Communications (CNPC) Prototype Radio Validation Flight Test Report

This report provides an overview and results from the unmanned aircraft (UA) Control and Non-Payload Communications (CNPC) Generation 5 prototype radio validation flight test campaign. The radios used in the test campaign were developed under cooperative agreement NNC11AA01A between the NASA Glenn Research Center and Rockwell Collins, Inc., of Cedar Rapids, Iowa. Measurement results are presented for flight tests over hilly terrain, open water, and urban landscape, utilizing radio sets installed into a NASA aircraft and ground stations. Signal strength and frame loss measurement data are analyzed relative to time and aircraft position, specifically addressing the impact of line-of-sight terrain obstructions on CNPC data flow. Both the radio and flight test system are described.

Shalkhauser, Kurt A.↗
NASA NTRS1995

Air traffic management system design using satellite based geo-positioning and communications assets

The current FAA and ICAO FANS vision of Air Traffic Management will transition the functions of Communications, Navigation, and Surveillance to satellite based assets in the 21st century. Fundamental to widespread acceptance of this vision is a geo-positioning system that can provide worldwide access with best case differential GPS performance, but without the associated problems. A robust communications capability linking-up aircraft and towers to meet the voice and data requirements is also essential. The current GPS constellation does not provide continuous global coverage with a sufficient number of satellites to meet the precision landing requirements as set by the world community. Periodic loss of the minimum number of satellites in view creates an integrity problem, which prevents GPS from becoming the primary system for navigation. Furthermore, there is reluctance on the part of many countries to depend on assets like GPS and GLONASS which are controlled by military communities. This paper addresses these concerns and provides a system solving the key issues associated with navigation, automatic dependent surveillance, and flexible communications. It contains an independent GPS-like navigation system with 27 satellites providing global coverage with a minimum of six in view at all times. Robust communications is provided by a network of TDMA/FDMA communications payloads contained on these satellites. This network can support simultaneous communications for up to 30,000 links, nearly enough to simultaneously support three times the current global fleet of jumbo air passenger aircraft. All of the required hardware is directly traceable to existing designs.

Horkin, Phil↗
NASA NTRS1989

A comparison of communication modes for delivery of air traffic control clearance amendments in transport category aircraft

A user centered evaluation is performed on the use of flight deck automation for display and control of aircraft horizontal flight path. A survey was distributed to pilots with a wide range of experience with the use of flight management computers in transport category aircraft to determine the acceptability and use patterns as reflected by the need for information displayed on the electronic horizontal situation indicator. A summary of survey results and planned part-task simulation to compare three communication modes (verbal, alphanumeric, graphic) are presented.

Chandra, D.↗
NASA NTRS2017

Design and Benchmarking of a Network-In-the-Loop Simulation for Use in a Hardware-In-the-Loop System

Distributed engine control (DEC) systems alter aircraft engine design constraints because of fundamental differences in the input and output communication between DEC and centralized control architectures. The change in the way communication is implemented may create new optimum engine-aircraft configurations. This paper continues the exploration of digital network communication by demonstrating a Network-In-the-Loop simulation at the NASA Glenn Research Center. This simulation incorporates a real-time network protocol, the Engine Area Distributed Interconnect Network Lite (EADIN Lite), with the Commercial Modular Aero-Propulsion System Simulation 40k (C-MAPSS40k) software. The objective of this study is to assess digital control network impact to the control system. Performance is evaluated relative to a truth model for large transient maneuvers and a typical flight profile for commercial aircraft. Results show that a decrease in network bandwidth from 250 Kbps (sampling all sensors every time step) to 40 Kbps, resulted in very small differences in control system performance.

Networked Systems↗
NASA NTRS2005

Harnessing the Power of the Sun

The Environmental Research Aircraft and Sensor Technology (ERAST) Alliance was created in 1994 and operated for 9 years as a NASA-sponsored coalition of 28 members from small companies, government, universities, and nonprofit organizations. ERAST s goal was to foster development of remotely piloted aircraft technology for scientific, humanitarian, and commercial purposes. Some of the aircraft in the ERAST Alliance were intended to fly unmanned at high altitudes for days at a time, and flying for such durations required alternative sources of power that did not add weight. The most successful solution for this type of sustained flight is the lightest solar energy. Photovoltaic cells convert sunlight directly into electricity. They are made of semi-conducting materials similar to those used in computer chips. When sunlight is absorbed, electrons are knocked loose from their atoms, allowing electricity to flow. Under the ERAST Alliance, two solar-powered technology demonstration aircraft, Pathfinder and Helios, were developed. Pathfinder is a lightweight, remotely piloted flying wing aircraft that demonstrated the technology of applying solar cells for long-duration, high-altitude flight. Solar arrays covering most of the upper wing surface provide power for the aircraft s electric motors, avionics, communications, and other electronic systems. Pathfinder also has a backup battery system that can provide power for between 2 and 5 hours to allow limited-duration flight after dark. It was designed, built, and operated by AeroVironment, Inc., of Monrovia, California. On September 11, 1995, Pathfinder reached an altitude of 50,500 feet, setting a new altitude record for solar-powered aircraft. The National Aeronautic Association presented the NASA-industry team with an award for 1 of the 10 Most Memorable Record Flights of 1995.

Source record↗
NASA NTRS2019

Supporting NASA Science with High-Altitude Long-Endurance Aircraft

NASA Earth Science and Aeronautics researchers have been involved in development and use of High Altitude Long Endurance (HALE) unmanned aircraft systems (UAS) since the 1990's. The NASA Environmental Research Aircraft Sensor and Technology Program (ERAST) demonstrated the promise of HALE aircraft for providing observations while also proving the importance of triple-redundant avionics to improve system reliability for large unmanned aircraft. Early efforts to develop an operational HALE capability for earth observations languished for nearly two decades owing to insufficient solar panel efficiency, battery power density, and light-weight, yet strong, materials. During this time NASA researchers focused on using the Global Hawk to demonstrate the utility of providing diurnal measurements over severe storms (ie. HS3) and to track stratospheric water vapor transport (ATTREX). Recent significant commercial investments are now leading to the realization of a long-held goal of week- to month-long sustained observations and measurements from the stratosphere. In addition to a historical review of NASA use and interest in HALE aircraft, this paper will present current concepts for exploiting current and planned HALE aircraft capabilities including in situ characterization of atmospheric composition and dynamics as well as imagery collection. NASA researchers anticipate HALE will provide a useful means to test smallsat instruments and components. Observations from HALE-based instruments might also provide useful gap-filler observations to flagship satellite missions where the repeat time doesn't allow for measurements of quickly changing phenomenon. HALE will likely also provide measurements and communications relay to facilitate other aircraft in multi-aircraft campaigns. We will also report on progress towards a NASA-funded flight test planned for summer 2019 of a solar-electric vehicle designed to carry 7kg (15lbs) for 30 days at 20km altitude.

earth observations↗
NASA NTRS2019

Demonstrating Next Generation High-Altitude, Long Endurance Aircraft for Earth Science

This paper will address NASA activities to monitor and study Earth processes from long-duration unmanned aircraft systems (UAS). NASA is currently supporting both large and small UAS development and demonstration. In a follow-on to previous work, NASA Armstrong Flight Research Center is hosting test flights of a large AeroVironment solar-powered aircraft, while NASA Ames Research Center is supporting the demonstration of a light-weight solar powered aircraft by Swift Engineering. Both are designed for long duration, multi-day flight. NASA Earth Science and Aeronautics researchers have been involved in the development and use of High Altitude Long Endurance (HALE) UAS since the 1990's. The NASA Environmental Research Aircraft Sensor and Technology Program (ERAST) demonstrated the promise of HALE aircraft for providing observations while also proving the importance of triple-redundant avionics to improve system reliability for large unmanned aircraft. Early efforts to develop an operational HALE capability for earth observations languished for nearly two decades owing to insufficient solar panel efficiency, battery power density, and light-weight, yet strong, materials. During this time NASA researchers focused on using the Global Hawk to demonstrate the utility of providing diurnal measurements over severe storms (i.e. HS3) and to track stratospheric water vapor transport (ATTREX). Recent significant commercial investments are now leading to the realization of a long-held goal of week- to month-long sustained observations and measurements from the stratosphere. In addition to a historical review of NASA use and interest in HALE aircraft, this paper will present current concepts for exploiting current and planned HALE aircraft capabilities including in situ characterization of atmospheric composition and dynamics as well as imagery collection and internet connectivity. NASA researchers anticipate HALE will also provide a useful means to test smallsat instruments and components. Observations from HALE-based instruments might also provide useful gap-filler observations to flagship satellite missions where the repeat time doesn't allow for measurements of quickly changing phenomenon. HALE will likely also provide measurements and communications relay to facilitate other aircraft in multi-aircraft campaigns. We will also report on progress towards a NASA-supported flight tests solar electric vehicles planned for 2019. One is the Swift Engineering UAS designed to carry 7kg (15lbs) for 30 days at 20km altitude. The other is the AeroVironment Hawk 30, also designed for multi-day flight.

high-altitude↗