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At least 343 records · Page 19

Improving Tiltrotor Whirl-Mode Stability with Rotor Design Variations

Further increases in tiltrotor speeds are limited by coupled wing/rotor whirl-mode aeroelastic instability. Increased power, thrust, and rotor efficiency are not enough: the whirl-mode stability boundary must also be improved. With current technology, very stiff, thick wings of limited aspect ratio are essential to meet the stability requirements, which severely limits cruise efficiency and maximum speed. Larger and more efficient tiltrotors will need longer and lighter wings, for which whirl-mode flutter is a serious design issue. Numerous approaches to improving the whirl-mode airspeed boundary have been investigated, including tailored stiffness wings, active stability augmentation, variable geometry rotors, highly swept tips, and at one extreme, folding rotors. The research reported herein began with the much simpler approach of adjusting the chordwise positions of the rotor blade aerodynamic center and center of gravity, effected by offsetting the airfoil quarter chord or structural mass with respect to the elastic axis. The research was recently extended to include variations in blade sweep, control system stiffness, and pitch-flap coupling (delta(sub 3)). As an introduction to the subject, and to establish a baseline against which to measure stability improvements, this report will first summarize results. The paper will then discuss more advanced studies of swept blades and control-system modifications.

Acree, C. W., Jr.↗

Scientific-Technical and Business Careers Training Grant

The 1996 renewal of the NGT2-1001 grant included three objectives and expected outcomes. The information highlights the results and progress to address the grant objectives and outcomes for the time period of July 1, 2000 through June 30, 2001. Objective Number One indicated that the internship staff would annually recruit and place at least 90 community college students in internship positions related to their college majors. Internship enrollments for the summer, fall, winter and spring quarters of 2000-2001 show an average enrollment of 121 students per quarter. This number includes (13) interns sponsored by Ames contractors.

Conway, Mary P.↗

Integral habitat transport system

In the 1993 Fall quarter, the ME 4182 design class was sponsored to study various scenarios that needed to be studied for Martian travel. The class was sponsored by NASA and there were several different design projects. The design that group three chose was an integral transport system for a Martian habitat. An integral transport system means the design had to be one that was attached to the habitat. There were several criteria that the design had to meet. Group three performed an in depth study of the Martian environment and looked at several different design ideas. The concept group three developed involved the use of kinematic linkages and the use of Martian gravity to move the habitat. The various design concepts, the criteria matrices and all other aspects that helped group three develop their design can be found in their 1993 ME 4182 design report. Now it is Winter quarter 1994 and group three is faced with another problem. The problem is building a working prototype of their Fall design. The limitations this quarter were the parts. The group had to make the prototype work with existing manufactured parts or make the parts themselves in a machine shop. The prototype was scaled down roughly about twelve times smaller than the original design. The following report describes the actions taken by group three to build a working model.

Elliott, Bill↗

DOE EV Data Collection - Charging Data

Charging data are collected from one of three sources, each with varying levels of additional information. These sources, in approximate order from most to least additional information, are: • The electric vehicle supply equipment (charger) • Onboard the vehicle itself • From a utility submeter. Many chargers provide software that allows for the collection and reporting of charging session data. If unavailable, data may be recorded by the charging vehicle’s onboard systems. If neither of these options is available, data can be acquired from utility submeters that simply track the energy flowing to one or more chargers. Data collected directly from the electric vehicle supply equipment (EVSE) are typically the most accurate and highest frequency. However, it is not always possible to discern which exact vehicle is being charged during any one session. EVSE-side data can be identified where a single charger ID but a range of vehicle IDs are present (e.g., CH001, EV001-EV005). Data collected from the vehicle’s onboard systems usually does not provide information on which exact charger is being used. Vehicle-side data can be identified where a single Vehicle ID but a range of Charger IDs are present (e.g., EV001, CH001-CH005). Data collected from utility submeters provide no information on which specific vehicle is charging or which specific charger is in use. Submeter data can be identified where multiple Vehicle IDs and multiple Charger IDs are present, but only a single Fleet ID is present (e.g., EV001-EV005, CH001-CH005, Fleet01). The **Charge Data Daily/Session Dictionaries** contains definitions for each available parameter collected as part of an individual charging session, aggregated at either a daily or session level. The parameters available will vary between vehicles and chargers. The **Charger Attributes** table contains specific charger characteristics, coded to at least one anonymous Charger ID and linked to either a single or a range of Vehicle IDs. Vehicle ID can be used as a key between charging data and vehicle attribute tables. The **Charger Attributes Data Dictionary** contains definitions for each available parameter collected on the physical and operational characteristics of the charging hardware itself. The **Vehicle Attributes Data Dictionary** contains definitions for each available parameter associated with a vehicle’s physical and functional attributes and fleet context. The **Vehicle Attributes** table contains specific vehicle characteristics, coded to an anonymous Vehicle ID. This Vehicle ID can be used as a key between vehicle data and vehicle attribute tables, and in cases where charging data are supplied, links a vehicle with the charger(s) that supplied it power. The **Charging Data** tables contain the data from each charger’s operations, coded to at least one anonymous Charger ID and linked to either a single or a range of Vehicle IDs. Vehicle ID can be used as a key between charging data and vehicle attribute tables. Data is being uploaded quarterly through 2023 and subject to change until the conclusion of the project.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Small-Scale Transonic Investigation of the Effects of Partial-Span Leading-Edge Camber on the Aerodynamic Characteristics of a 50 Deg 38' Sweptback Wing of Aspect Ratio 2.98

A small-scale transonic investigation of two semispan wings of the same plan form was made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range of 0.70 to 1.10 and a mean-test Reynolds number range of 745,000 to 845,000 to determine the effects of partial-span leading-edge camber on the aerodynamic characteristics of a swept-back wing. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one, was an uncambered wing and the other had the forward 45 percent of the chord cambered over the outboard 55 percent of the span. The semispan wings had 50deg 38ft sweepback of their quarter-chord lines, aspect ratio of 2.98, taper ratio of 0.45, and modified NACA 64A-series airfoil sections tapered in thickness ratio. Lift, drag, pitching moment, and root-bending moment were obtained for these configurations. The results indicated that, for the wing-alone configuration, use of the partial-span leading-edge camber provided an increase in maximum lift-drag ratios up to a Mach number of 0.95, after which no gain was realized. For the wing-fuselage combination, the partial-span leading-edge camber appeared to cause no gain in maximum lift-drag ratio throughout the test range of Mach numbers. The lift-curve slopes of the partial-span leading-edge camber configurations indicated no significant change over the basic configurations in the subsonic range but resulted in slight reductions at the higher Mach numbers. No significantly large changes in pitching-moment-curve slopes or lateral center of additional loading were indicated because of the modification.

Alford, William J., Jr.↗

Status of the US Space Station ECLSS and internal TCS

The U.S. Space Station includes many elements and systems. Responsibility for these have been delegated to four NASA centers via a work packaging concept. Marshall Space Flight Center (MSFC) is responsible for work package one (WPOI) which includes the habitation, laboratory modules, the logistic carrier elements, as well as the environmental control and life support system (ECLSS), the internal thermal control system (ITCS), and the internal audio and video systems. Current status of the ECLSS and internal thermal are the subjects of this paper. The ECLSS is composed of six subsystem groups: the temperature humidity control, the atmosphere control and supply, the air revitalization, water reclamation and management, fecal waste management, and the fire detection and suppression subsystems. The internal TCS consists of all WP01 elements of passive and active thermal measures. The ECLSS and ITCS provide services for the permanently orbiting pressurized modules as well as the pressurized and unpressurized logistics carriers. The logistics carriers are used as ground-to-station ferries for both resupply and initial delivery of selected new equipment and later replacement items. Equipment, which cannot be subjected to the rigors of the space environment, will be carried in the pressurized logistic carrier; while an unpressurized carrier is used to resupply other commodities, such as external fluid consumables. The laboratory module houses the equipment for both payloads and subsystem maintenance and repair. The habitation module is dedicated to providing living and sleeping quarters including a galley, sleeping provisions, hygiene facilities, medical services as well as services for exercise and relaxation. The four nodes that join the two modules at their ends also house electronics as well as work stations and outside viewing cupolas. The airlocks, one providing an emergency hyperbaric chamber capability, are also attached. This assembly constitutes the U.S. provided portion of the initial station. Additional international modules and docking provisions for future attached pressurized payload as well as dual logistic module and growth capabilities are also provided. The primary heat rejection mechanism is achieved via a central set of radiators provided by another work package. The interface with the central TCS at the module heat exchangers defines the active control interface boundary of the ITCS with the central TCS. All internal cooling of the permanent orbital elements are provided via internal active fluid loops within the elements utilizing water as the transport media. Cabin and equipment cooling are provided by forced air flow and cold plate heat sinks. A special active cooling loop is provided in the laboratory module to accommodate experiments and other payloads. Coatings and insulation are used in conjunction with the active components to passively limit heat losses/gains. The most challenging ECLSS new technology issues relate to oxygen and water recovery. Closure of the oxygen loop requires the use of new regenerative CO 2 removal and concentration techniques, CO 2 reduction to convert the CO 2 to water with a waste by-product, and the electrolysis of water to produce breathing oxygen for water recovery. For water recovery three separate loops are currently planned. One loop provides potable water by utilizing a combination of recovered condensate and CO 2 reduction water. A second loop purifies hygiene water from waste from the showers, clothes washer, hygiene/hand wash stations and a dishwasher. The third loop provides hygiene water by the reclamation and purification of urine water. This paper outlines the basic services provided by the ECLSS and ITCS and describes the ECLSS functional distribution throughout the pressurized assembly.

R. Humphries↗

The Development and Hover Test Application of a Projection Moire Interferometry Blade Displacement Measurement System

Projection moir interferometry (PMI) was employed to measure blade deflections during a hover test of a generic model-scale rotor in the NASA Langley 14x22 subsonic wind tunnel s hover facility. PMI was one of several optical measurement techniques tasked to acquire deflection and flow visualization data for a rotor at several distinct heights above a ground plane. Two of the main objectives of this test were to demonstrate that multiple optical measurement techniques can be used simultaneously to acquire data and to identify and address deficiencies in the techniques. Several PMI-specific technical challenges needed to be addressed during the test and in post-processing of the data. These challenges included developing an efficient and accurate calibration method for an extremely large (65 inch) height range; automating the analysis of the large amount of data acquired during the test; and developing a method to determinate the absolute displacement of rotor blades without a required anchor point measurement. The results indicate that the use of a single-camera/single-projector approach for the large height range reduced the accuracy of the PMI system compared to PMI systems designed for smaller height ranges. The lack of the anchor point measurement (due to a technical issue with one of the other measurement techniques) limited the ability of the PMI system to correctly measure blade displacements to only one of the three rotor heights tested. The new calibration technique reduced the data required by 80 percent while new post-processing algorithms successfully automated the process of locating rotor blades in images, determining the blade quarter chord location, and calculating the blade root and blade tip heights above the ground plane.

Sekula, Martin K.↗

Magic-T Junction using Microstrip/Slotline Transitions

An improved broadband planar magic-T junction that incorporates microstrip/slotline transitions has been developed. In comparison with a prior broadband magic-T junction incorporating microstrip/slotline transitions, this junction offers superior broadband performance. In addition, because this junction is geometrically simpler and its performance is less affected by fabrication tolerances, the benefits of the improved design can be realized at lower fabrication cost. There are potential uses for junctions like this one in commercial microwave communication receivers, radar and polarimeter systems, and industrial microwave instrumentation. A magic-T junction is a four-port waveguide junction consisting of a combination of an H-type and an E-type junction. An E-type junction is so named because it includes a junction arm that extends from a main waveguide in the same direction as that of the electric (E) field in the waveguide. An H-type junction is so named because it includes a junction arm parallel to the magnetic (H) field in a main waveguide. A magic-T junction includes two input ports (here labeled 1 and 2, respectively) and two output ports (here labeled E and H, respectively). In an ideal case, (1) a magic-T junction is lossless, (2) the input signals add (that is, they combine in phase with each other) at port H, and (3) the input signals subtract (that is, they combine in opposite phase) at port E. The prior junction over which the present junction is an improvement affords in-phase-combining characterized by a broadband frequency response, and features a small slotline area to minimize in-band loss. However, with respect to isolation between ports 1 and 2 and return loss at port E, it exhibits narrowband frequency responses. In addition, its performance is sensitive to misalignment of microstrip and slotline components: this sensitivity is attributable to a limited number of quarter-wavelength (lambda/4) transmission-line sections for matching impedances among all four ports, and to strong parasitic couplings at the microstrip/slotline T junction, where four microstrip lines and a slotline are combined. The present improved broadband magic-T junction (see figure) includes a microstrip ring structure and two microstrip- to-slotline transitions. One of the microstrip/slotline transitions is a small T junction between the ring and a slotline; the other microstrip/slotline transition effects coupling between the slotline and port E. The smallness of the T junction and the use of minimum-size slotline terminations help to minimize radiation loss. An impedance-transformation network that includes multiple quarter-wavelength sections is used to increase the operating bandwidth and minimize the parasitic coupling around the microstrip/slotline T junction. As a result, the improved junction has greater bandwidth and lower phase imbalance at the sum and difference ports than did the prior junction.

U-yen, Kongpop↗

An investigation of the cratering-induced motions occurring during the formation of bowl-shaped craters

The effects of the dynamic processes which occur during crater formation were examined using small hemispherical high-explosive charges detonated in a tank which had one wall constructed of a thick piece of clear plexiglas. Crater formation and the motions of numerous tracer particles installed in the cratering medium at the medium-wall interface were viewed through the wall of this quarter-space tank and recorded with high-speed cameras. Subsequent study and analysis of particle motions and events recorded on the film provide data needed to develop a time-sequence description of the formation of a bowl-shaped crater. Tables show the dimensions of craters produced in a quarter-space tank compared with dimensions of craters produced in normal half-space tanks. Crater growth rate summaries are also tabulated.

Piekutowski, A. J.↗

Fort Erie On-Demand Transit Case Study

Rural and smaller-sized communities in North America face unique mobility challenges due to their low population density, lower public transit spending per capita compared to major cities, and a high reliance on private vehicles. In recent years, communities such as Fort Erie, Ontario have restructured or advanced their public transit systems using on-demand services. Fort Erie is a relatively sparsely populated region of 32,901 residents, spread across a land area of 166 square kilometers (64 square miles), for an average population density of 193 residents per square kilometer (500 per square mile). In October 2021, the town implemented a mobility-on-demand system integrated with smartphone software to replace its fixed-route community bus system, which consisted of four buses with three routes, each with a roughly one-hour, one way loop. The new service utilizes a fleet of six minivans, two of which are retrofitted with wheelchair-accessible ramps. The system may require that a passenger requesting a standard van walk up to 400 meters (a quarter mile) to their pickup location to optimize vehicle routing while providing origin-to-destination service. The on-demand system proved effective in providing service, eclipsing pre-pandemic ridership by 40%, decreasing greenhouse gas emissions per ride by 63%, and decreasing the cost per ride to the town by 29%. This report documents both the previous system and the new system in terms of routes, ridership, costs, fuel, and other notable system parameters. This work is part of an ongoing series of case studies on providing small communities with on-demand, right-sized vehicle service coupled with a smartphone application.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Fort Erie Case Study - Transition from Fixed-Route to On-Demand Transit

Rural and smaller-sized communities in North America face unique mobility challenges due to their low population density, lower public transit spending per capita compared to major cities, and a high reliance on private vehicles. In recent years, communities such as Fort Erie, Ontario, have restructured or advanced their public transit systems using on-demand services. Fort Erie is a relatively sparsely populated region of 32,901 residents, spread across a land area of 166 square kilometers (64 square miles), for an average population density of 193 residents per square kilometer (500 per square mile). In October 2021, the town implemented a mobility-on-demand system integrated with smartphone software to replace its fixed-route community bus system, which consisted of four buses with three routes, each with a roughly 1-hour, one-way loop. The new service utilizes a fleet of six minivans, two of which are retrofitted with wheelchair-accessible ramps. The system may require that a passenger requesting a standard van walk up to 400 meters (a quarter mile) to their pickup location to optimize vehicle routing while providing origin-to-destination service. The on-demand system proved effective in providing service, eclipsing pre-pandemic ridership by 40%, decreasing greenhouse gas emissions per ride by 63%, and decreasing the cost to the town per ride by 29%. This report documents both the previous system and the new system in terms of routes, ridership, costs, fuel, and other notable system parameters. This work is part of an ongoing series of case studies on providing small communities with on-demand, right-sized vehicle service coupled with a smartphone application.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗

NREL On-Demand Transit Research and Fort Erie Case Study

On-demand systems have increased in popularity in recent years, especially in rural and smaller-sized communities. This presentation provides a brief introduction to NREL's on-demand mobility research and an in-depth case study of the town of Fort Erie, Ontario. Fort Erie is a relatively sparsely populated region of 32,901 residents, spread across a land area of 166 square kilometers (64 square miles), for an average population density of 193 residents per square kilometer (500 per square mile). In October 2021, the town implemented a mobility-on-demand system integrated with smartphone software to replace its fixed-route community bus system, which consisted of four buses with three routes, each with a roughly 1-hour, one-way loop. The new service utilizes a fleet of six minivans, two of which are retrofitted with wheelchair-accessible ramps. The system may require that a passenger requesting a standard van walk up to 400 meters (a quarter mile) to their pickup location to optimize vehicle routing while providing origin-to-destination service. The on-demand system proved effective in providing service, eclipsing pre-pandemic ridership by 40%, decreasing greenhouse gas emissions per ride by 63%, and decreasing the cost to the town per ride by 29%. This presentation documents both the previous system and the new system in terms of routes, ridership, costs, fuel, and other notable system parameters. This work is part of an ongoing series of case studies on providing small communities with on-demand, right-sized vehicle service coupled with a smartphone application.

emerging technology↗

Bootstrap embedding for interacting electrons in phonon coherent-state mean field

Here, we develop a Fermi–Bose bootstrap embedding framework for the ground state of interacting electrons coupled to a phonon mean field. The method combines bootstrap embedding for correlated electrons with a self-consistent coherent-state mean-field treatment for phonons. This method models the interacting electron–phonon problem as a system of correlated electrons traveling in a self-consistently specified potential landscape, allowing for efficient treatment of large lattice systems. Convergence of the methods for fragment size and total system size is demonstrated for the one-dimensional Hubbard–Holstein model for up to 350 sites. Finite-size scaling is performed to extrapolate to the infinite system size. Benchmarking against the density matrix renormalization group for a small 8-site system at half- and quarter-filling shows an orders-of-magnitude runtime advantage. The comparison further reveals that the method performs best in regimes dominated by localization, such as the Mott insulating phase and the strong-coupling tiny polaron regime, where the local embedding ansatz is still valid. However, due to the mean-field treatment for phonons, we find limitations of our methods in the weakly coupled delocalized region and at the Peierls transition, where quantum phonon fluctuations and long-range kinetic correlations become substantial.

Islam, Shariful [North Carolina State University, ↗

Three-dimensional analysis of surface crack-Hertzian stress field interaction

The results are presented of a stress intensity factor analysis of semicircular surface cracks in the inner raceway of an engine bearing. The loading consists of a moving spherical Hertzian contact load and an axial stress due to rotation and shrink fit. A 3-D linear elastic Boundary Element Method code was developed to perform the stress analysis. The element library includes linear and quadratic isoparametric surface elements. Singular quarter point elements were employed to capture the square root displacement variation and the inverse square root stress singularity along the crack front. The program also possesses the capability to separate the whole domain into two subregions. This procedure enables one to solve nonsymmetric fracture mechanics problems without having to separate the crack surfaces a priori. A wide range of configuration parameters was investigated. The ratio of crack depth to bearing thickness was varied from one-sixtieth to one-fifth for several different locations of the Hertzian load. The stress intensity factors for several crack inclinations were also investigated. The results demonstrate the efficiency and accuracy of the Boundary Element Method. Moreover, the results can provide the basis for crack growth calculations and fatigue life prediction.

Ballarini, R.↗

Early differentiation of the Moon: Experimental and modeling studies and experimental and modeling studies of massif anorthosites

NASA grant NAG9-329 was in effect from 3/1/89 to 8/31/94, the last 18 months being a no-cost extension. While the grant was in effect, the P.I., coworkers, and students gave 22 talks and poster sessions at professional meetings, published 12 articles in referred journals (one more is in press, and another is in review), and edited 2 workshop reports relevant to this project. Copies of all the publications are appended to this report. The major accomplishments during the grant period have derived from three quarters: 1) the application of quantitative models of fractional crystallization and partial melting to various problems in planetary science, such as the petrogenesis of picritic glasses and mare basalts and the implications of the SNC meteorites for martian evolution; 2) an experimental study of silicate liquid immiscibility relevant to early lunar differentiation and the petrogenesis of evolved highlands rocks; and 3) experimental studies of massif anorthosites and related rocks that provide terrestrial analogs for the proposed origin of lunar anorthosites by multistage processes. The low-pressure aspects of the quantitative models were developed by the P.I. in the 1980s with NASA support and culminated with a paper comparing the crystallization of terrestrial and lunar lavas. The basis for the high-pressure modifications to the quantitative models is a data set gleaned from high pressure melting experiments done at Lamont and is supplemented by published data from other labs that constrain the baric and compositional dependences of various liquidus phase boundaries such as olivine/orthopyroxene, relevant to the melting of the mantles of the terrestrial planets. With these models it is possible to predict not only the thermal and compositional evolution of magmatic liquids ranging in composition from lumar mare basalt to terrestrial calc-alkaline basalts, but also the small increments of fractional melting that are produced when mantle rises adiabatically. Copies of the crystallization/melting programs have been given to several colleagues in planetary science. Additionally, a series of computer graphics programs, based on the algorithms in the crystallization programs have been developed that display liquidus diagrams appropriate to input compositions.

Longhi, John↗

Investigation of the Effects of Twist and Camber on the Aerodynamic Characteristics of a 50 Degrees 38 Minutes Sweptback Wing of Aspect Ratio 2.98 : Transonic-bump Method

An investigation of two semispan wings swept back 50 degrees 38 minutes was conducted in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.68 to 1.15 by use of the transonic-bump technique. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one was an untwisted uncambered wing and the other was the same wing but incorporated twist and camber designed to give uniform load at a lift coefficient of 0.25 at a Mach number of 1.10. The semispan wings had their quarter-chord lines swept back 50 degrees 38 minutes, aspect ratios 2.98, taper ratios 0.45, and modified NACA 64A-series airfoil sections tapered in thickness. Lift, pitching moment, drag, and bending moment were obtained for these configurations.

WINGS, COMPLETE - DESIGN VARIABLES↗

Temperature Pill

Ingestible Thermal Monitoring System was developed at Johns Hopkins University as means of getting internal temperature readings for treatments of such emergency conditions as dangerously low (hypothermia) and dangerously high (hyperthermia) body temperatures. ITMS's accuracy is off no more than one hundredth of a degree and provides the only means of obtaining deep body temperature. System has additional applicability in fertility monitoring and some aspects of surgery, critical care obstetrics, metabolic disease treatment, gerontology (aging) and food processing research. Three-quarter inch silicone capsule contains telemetry system, micro battery, and a quartz crystal temperature sensor inserted vaginally, rectally, or swallowed.

Source record↗

NASA Multipoint LDI Development

Multipoint Lean-Direct-Injection (LDI) is a combustor concept in which a large number of fuel injectors and fuel-air mixers are used to quickly and uniformly mix the fuel and air so that ultralow levels of NO, are produced. Each fuel injector has an air swirler associated with it for fuel-air mixing and to establish a small recirculation and burning zone. A concept in which there are 36 fuel injectors in the space of a conventional single fuel injector has been tested in a flame tube. A greater than 80 percent reduction in NO, at high power conditions (400 psia, 1000 "Finlet) was achieved. Alternate concepts with 9,25,36 or 49 fuel injectors are being investigated in flame tube tests for their low NO, potential and with fuel staging to improve the turn-down ratio at low power conditions. A preliminary sector concept of a large engine design has been successfully tested at inlet conditions of 700 psia and 1100 O F . This concept had one half the number of fuel injectors per square inch as the flame tube configuration with 36 fuel injectors, and the NO, reduction was 65 percent of the ICAO standard. Future regional engine size sector tests are planned for the 2nd quarter of FY02 and large engine size sector tests for the 1st quarter of FY03.

Tacina, Robert↗