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All sourcesNASA NTRSDOE OSTI
NASA NTRS1997

[Low-Frequency Flow Oscillation

The results of the research conducted under this grant are presented in detail in three Master theses, by Heinrich, Balow, and Broeren. Additional analysis of the experimental data can be found in two AIAA Journal articles and two conference papers. Citations for all of the studies' publications can be found in the bibliography which is attached. The objective of Heinrich's study was to document the low-frequency flow oscillation on the LRN-1007 airfoil, which had been previously observed at low Reynolds number, to determine its origin, and explore the phenomenon at higher Reynolds number. Heinrich performed detailed flow visualization on the airfoil using surface fluorescent oil and laser-sheet off-body visualization. A large leading-edge separation bubble and trailing-edge separation was identified on the airfoil just prior to the onset of the unsteady stall flow oscillation. From the laser-sheet data, the unsteady flow appeared as a massive boundary-layer separation followed by flow reattachment. Hot-wire data were taken in the wake to identify the presence of the flow oscillation and the dominant frequency. The oscillation was found in the flow from a Reynolds number of 0.3 to 1.3 x 10 exp 6. The Strouhal number based on airfoil projected height was nominally 0.02 and increased slightly with increasing Reynolds number and significantly with increasing airfoil angle of attack. Balow focused his research on the leading-edge separation bubble which was hypothesized to be the origin of the low-frequency oscillation. Initially, experimental measurements in the bubble at the onset of the low-frequency oscillation were attempted to study the characteristics of the bubble and explain possible relationships to the shear-layer-flapping phenomena. Unfortunately, the bubble proved to be extremely sensitive to the probe interference and it drastically reduced the size of the bubble. These detailed measurements were then abandoned by Balow. However, this led to a series of tests where the leading-edge bubble and trailing-edge separation were altered and the affect on the flow-oscillation studied. Balow found that by tripping the airfoil boundary-layer with "zigzag" tape ahead of bubble separation, the bubble was effectively eliminated mid the oscillation suppressed. Wake survey drag measurements showed a drastic reduction in airfoil drag when the bubble and oscillation were eliminated. Using the "zigzag" tape, the trailing-edge separation was moved downstream approximately 5 percent chord. This was found to reduce the amplitude of the oscillation, particularly in the onset stage at low angle of attack (around 14 degrees). Through detailed analysis of the wake behind the airfoil during the unsteady flow oscillation, Balow provided a better understanding of the wake flowfield. Broeren studied the oscillating flowfield in detail at Reynolds number equal 3 x 10 exp 5 and an angle of attack of 15 degrees using laser Doppler velocimetry (LDV). Two-dimensional LDV data were acquired at 687 grid points above the model upper surface while hot-wire data were taken simultaneously in the wake. Using the hot-wire signal, the LDV data were phase averaged into 24 bins to represent a single ensemble average of one oscillation cycle. The velocity data showed a flowfield oscillation that could be divided into three flow regimes. In the first regime, the flow over the airfoil was completely separated initially, the flowfield reattached from the leading edge and the reattachment point moved downstream with increasing time or phase. Broeren referred to this as the reattachment regime. The bubble development regime followed, where a leading-edge separation bubble formed at the leading edge and grew with increasing time. During the initial part of this regime the trailing-edge separation continued to move downstream. However, during the last 30 degrees of phase the trailing-edge separation moved rapidly forward and appeared to merge with the leading-edge bubble. During the third regime, the separation regime, the flow was segmented from the airfoil leading edge and did not reattach to the airfoil surface. The reverse flow was seen to grow in vertical extent up from the model surface as the phase increased. Next reattachment began again at the leading edge signaling the start of the reattachment regime, and so the cycle continued. From Broeren's work, the details of the unsteady flowfield over the airfoil were seen for the first time. From this research a great deal has been learned about the low-frequency flow oscillation which naturally occurs on the LRN-1007 airfoil near stall. The oscillation was seen to persist at higher Reynolds number, the dependence of the Strouhal number on angle of attack and Reynolds number were discovered, the critical role played by the laminar bubble was shown and the entire upper surface flowfield during a flow oscillation cycle was measured and analyzed. What still eludes understanding is the scaling of the flow oscillation and why certain airfoils, such as the LRN, have a very strong low-frequency mode and other airfoils exhibit no organized low-frequency oscillation at all.

Bragg, Michael B.↗
DOE OSTI2025

ASEAN Technical Exchange Workshop for System Operators, Regulators, and Policymakers

This presentation provides an in-depth exploration of power system planning, cross-border electricity trading, and battery energy storage systems (BESS), offering actionable insights for system operators, regulators, and policymakers. The first section delves into power system planning and analysis, focusing on capacity expansion models and resource adequacy studies, including their role in optimizing system efficiency, managing emissions, and addressing system reliability risks. Key considerations, such as integration of transmission into generation planning and the forecasting versus optimization of customer distributed energy resources (DER) technologies, are explored. The session highlights critical trade-offs in spatial granularity and model runtimes, as well as the feasibility of aligning distribution investments with capacity expansion efforts. The second section examines cross-border electricity trading, with an emphasis on resource adequacy concepts such as reliability targets, loss of load expectation (LOLE), and planning reserve margins (PRM). Case studies on reserve market design and coordination across US regions provide insights into improving reserve deliverability and managing interregional power balance and congestion. This section also addresses market-to-market congestion management, including advanced strategies for high-voltage direct current (HVDC) optimization and ancillary service delivery. Finally, the presentation covers the rapid evolution of Battery Energy Storage Systems (BESS), highlighting their operational growth, regulatory frameworks, and use cases in grid flexibility, energy storage, and reliability. The discussion focuses on the benefits of BESS for system stability, resilience, and integration of renewable energy, offering insights into its role as a vital component in the transition toward a more sustainable and flexible grid. Key performance parameters, such as throughput, round-trip efficiency, and state of charge, are also examined.

25 ENERGY STORAGE↗
NASA NTRS1997

The HSCaRS Summer Enrichment Program; Research Opportunities for Minority and Women Undergraduates in Global Change Science

The primary objective of the HSCaRS Summer Enrichment Program (SEP) is to make significant contributions to the NASA Mission to Planet Earth (MTPE) and the Alabama A&M University (AAMU) Center for Hydrology, Soil Climatology and Remote Sensing (HSCaRS) research missions by providing undergraduate student research internships with an emphasis on minority and women students. Additional objectives are to encourage more minority and women students to pursue advanced degrees in Earth system and global change science and to increase the participation of minority institutions in the U.S. Global Change Research Program. Also, the SEP strives to make students in the traditional science disciplines more aware of the opportunities in Earth System Science. In designing the SEP, it was acknowledged that HSCaRS was a new research effort and Center. Consequently, students were not expected to immediately recognize the Center as one would older, more established research laboratories with national reputations, such as Los Alamos, Battelle, National Consortium for Atmospheric Research (NCAR), etc. Yet we still wanted to compete nationally for the best students. Therefore, we designed the program with a competitive financial package that includes a stipend of $400 per week, round-trip transportation from home to the summer research site, and free campus housing and meal plans provided by Alabama A&M University. Students also received a modest living allowance of approximately $25 per week. The internship program was 10 weeks in residence at Alabama A&M University or IGCRE, and gave students the opportunity to select from six general research areas: micro-meteorology, soil data analysis, soil moisture modeling, instrumentation, geographic information systems, and computer science. Student participants also enrolled in an introductory global change science course as part of the summer program (a copy of the course outline is in the appendix). The program included participation in a field program for approximately two weeks. All students were required to participate in the field program as a learning experience, regardless of the relationship of the field program to their majors or particular research project.

Estes, Jr., Maurice G.↗
NASA NTRS1981

Notes for Brazil sampling frame evaluation trip

Field notes describing a trip conducted in Brazil are presented. This trip was conducted for the purpose of evaluating a sample frame developed using LANDSAT full frame images by the USDA Economic and Statistics Service for the eventual purpose of cropland production estimation with LANDSAT by the Foreign Commodity Production Forecasting Project of the AgRISTARS program. Six areas were analyzed on the basis of land use, crop land in corn and soybean, field size and soil type. The analysis indicated generally successful use of LANDSAT images for purposes of remote large area land use stratification.

Horvath, R.↗
NASA NTRS1990

High and low thrust mission analysis for a Mars exploration program

The purpose of the study is to identify limits, trends, and sensitivities of Mars Transportation System performance over several Mars mission opportunities. Two Mars Transfer Vehicle (MTV) configurations utilizing different propulsion systems (Chemical/Aerobrake and NEP - Nuclear Electric Propulsion) are outlined. The trades involved in comparing two MTS candidate designs are assessed. Mission analysis for mission opportunities beginning in around 2010 and continuing past 2030 is performed, and a Mars mission model is covered, along with orbit selection and NEP and Chemical/Aerobrake performance. The results of several sensitivity studies are given in order to allow for contingency planning in design and performance. It is concluded that the low-thrust system perform best, its vehicle mass is lower and its trip times are more stable.

Shepard, Kyle M.↗
DOE OSTI2026

Latency Analysis of the Nexus Digital Twin Framework

Real-time digital catalogs are increasingly relied upon to track metadata and connect disparate data sources for cloud-based data integration efforts. One such tool, Deeplynx Nexus is supporting real-time digital twin efforts through event-driven data integration and time-series queries. Nexus’s usefulness for these applications depends critically on how quickly individual records can be uploaded and downloaded, since delays directly affect the responsiveness of any system built on top of it. However, the actual latency a user should expect from Nexus has not been systematically measured before, particularly for the small, frequent transactions typical of live sensor feeds. Here we show that single-record round-trip latency is 61.1 ms on a local Nexus instance and 391.7 ms on the hosted production infrastructure, a roughly 6.4x difference driven primarily by fixed per-request overhead rather than data volume. This overhead dominates at small scale: comparing single-record and ten-record trials suggests approximately 56 ms of each single-record request is fixed connection and authentication cost rather than data-transfer time, meaning batching even a handful of records is substantially more efficient than transmitting them individually. At large batch sizes, this pattern reverses for uploads, which converge to near parity between local and hosted environments by 25,000-50,000 records, while download latency remains persistently 5.7-6.4x slower on hosted infrastructure even at scale. These results suggest that Nexus deployments intended for real-time digital twin applications should prioritize record batching over single-record transactions, and that download-path optimization on hosted infrastructure offers the largest remaining opportunity to reduce latency at scale. We anticipate these baseline measurements will serve as a reference point for future digital twin projects evaluating whether Nexus’s latency profile meets their real-time requirements, and as a benchmark for tracking the effect of future infrastructure or API changes.

99 - GENERAL AND MISCELLANEOUS↗
DOE OSTI2023

Large Angle Deviation in Grid-Following IBRs Upon Grid Voltage Dip

In the 2021 Texas Odessa large-scale solar PV tripping events, phase-locked-loop (PLL) loss of synchronism is identified as a major cause of solar PV tripping. When solar PVs detected a large phase angle deviation (e.g., 10 degrees), tripping commands were initiated. Here, the large phase angle deviation was triggered by a transmission line fault 200 miles away, which in turn led to approximately 30% voltage drop in the 345-kV system. This paper offers a plausible reason why grid-following inverter-based resources (IBRs) may experience a large angle deviation upon grid voltage dip. Critical operating conditions contributing to such phenomena are identified via analysis and their effects are demonstrated using electromagnetic transient (EMT) simulation. Furthermore, the effect of converter control, e.g., grid-following control vs. grid-forming control, is examined. It is found from EMT simulation results that frequency and voltage control are helpful in mitigating angle deviation. Furthermore, linear block diagrams are derived to examine why frequency control can effectively suppress large angle deviation.

14 SOLAR ENERGY↗
NASA NTRS2002

Young PHD's in Human Space Flight

The Cooperating Hampton Roads Organizations for Minorities in Engineering (CHROME) in cooperation with the NASA Office of Space Flight, Human Exploration and Development of Space Enterprise sponsored a summer institute, Young PHD#s (Persons Having Dreams) in Human Space Flight. This 3-day institute used the curriculum of a workshop designed for space professionals, 'Human Space Flight-Analysis and Design: An Integrated, Systematic Approach.' The content was tailored to a high school audience. This institute seeks to stimulate the interest of pre-college students in space flight and motivate them to pursue further experiences in this field. Additionally, this institute will serve as a pilot model for a pre- collegiate training program that can be replicated throughout the country. The institute was complemented with a trip to the Goddard Space Flight Center.

Wilson, Eleanor↗
NASA NTRS2020

AERoBOND Project Summary

Under NASA’s Convergent Aeronautics Solutions (CAS) project, the Adhesive-Free Bonding of Complex Composites (AERoBOND) project investigated off-stoichiometric epoxy polymers for fast, reliable assembly of epoxy matrix composite structures. The project goal was to demonstrate feasibility of the AERoBOND joining method by demonstrating mechanical properties greater than 80% of conventional co-cured materials while reducing structure weight by 1%. The project consisted of three convergent research areas: material and process development, systems analysis, and material and process modeling. Material and process development was the largest component of AERoBOND with approximately 6 FTE and 1WYE of support to formulate and characterize new resins, prepare carbon fiber prepregs, fabricate laminates, measure mechanical properties, analyze failure results, and select material and process improvements. The systems analysis activity estimated the potential reduction in part count and aircraft weight by comparing models of composite wing boxes with no fasteners (co-cured structure), fasteners in major joints (co-cured stringers), and fasteners in all joints. The materials and process modeling activity included a molecular model of the AERoBOND materials system to predict mechanical properties of resins with offset stoichiometry and a process model to predict the effect of resin formulation and processing conditions on the extent of mixing and degree of cure in a finished joint. As the number of airline passenger trips doubles in the next 20 years (IATA/Tourism Economics Air Passenger Forecasts, April 2019), the increased demand for new commercial aircraft is now the single greatest technical challenge to the airframe manufacturing industry. To meet efficiency requirements, new aircraft must be fabricated primarily from high performance structural composites, but manufacturing processes are inherently slow with the largest bottleneck attributed to assembly and installation of fasteners (NASA/TM–2019-220428). Manufactures of commercial transport aircraft are compelled to install more than 100,000 redundant fasteners into bonded joints to prevent failures due to unpredictable weak bonds. In structural adhesive bonds, the interface between adherend and adhesive is nearly two-dimensional making it susceptible to minute quantities of contamination, which can cause weak bonds. Currently, bond strength assessment is only possible through destructive testing (i.e., breaking the joint). For these reasons, regulatory organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded, primary-structures to alleviate concerns with bond performance. The AERoBOND process enables reflow of matrix resin during assembly to eliminate the material discontinuity at the interface, thereby eliminating the dependence of mechanical performance on interfacial adhesion. The AERoBOND joint is equivalent to the interlaminar region obtained during a co-cure process, so joint performance depends on the cohesive properties of the matrix resin. Conventional co-cured structures, although too costly and complex for large-scale manufacturing, are trusted by manufacturers and regulators, and are certified for flight with few or no redundant fasteners.Systems analysis performed on a composite wing model at the scale of a single-aisle commercial transport aircraft indicated that >20,000 redundant fasteners per wing could be eliminated by implementing the AERoBOND joining method. A total weight reduction of 15% was predicted in a wing box by eliminating fasteners and thinning components that must no longer support localized fastener loads and accommodate fastener dimensions. Interlaminar shear fracture toughness measured by the end-notched flexure test was greater than 1 kJ/m2 (nearly 140% of the co-cured benchmark property), which is greatly in excess of the project goals for mechanical properties. Testing was planned to measure interlaminar tensile fracture toughness as well as interlaminar tensile and shear strengths using the same AERoBOND configuration, but was delayed due to closure of LaRC facilities during the COVID-19 pandemic. The AERoBOND process model is partially validated and available for experimental use. It allows the user to input AERoBOND process parameters such as material composition, laminate configuration, and cure cycle to predict the final cure state of the AERoBOND joint. A preliminary, multi-scale material model was developed to predict AERoBOND joint mechanical properties (stiffness and strength) based on the cure state of the joint provided by the process model. The timing for transition of this technology within NASA is excellent as NASA initiates new enduring projects to address composites manufacturing rate challenges. AERoBOND technology is well suited to AAVP/AATT objectives for rapid manufacturing of a composite wing. A minimal effort (1 FTE/$15k procurement/0 WYE) is proposed in FY21 to continue a minor mechanical testing effort and maintain a SAA with ASX composites to develop commercial quality prepreg material. An RFI with the composites industry is suggested to quantify the technology gap between the current TRL and the TRL needed for transition to industry. A moderate effort [3-4 FTE/$150k/1 WYE (~$115k)] is proposed in FY22 for the “high rate composites manufacturing” project currently in planning. The partnership with ASX Composites will be expanded to produce material for sub-element/element-scale “panel-off” activities. Industry partnerships with airframe manufacturers is an expected component to explore damage tolerance and environmental stability. Further development of multi-scale modeling tools (process model, meso-scale model, and molecular model) is planned to enhance and deliver tools for rapid manufacturing infusion.

Frank Louis Palmieri↗
DOE OSTI2023

Exploring the Effects of Population and Employment Characteristics on Truck Flows: An Analysis of NextGen NHTS Origin-Destination Data

Truck transportation remains the dominant mode of US freight transportation because of its advantages, such as the flexibility of accessing pickup and drop-off points and faster delivery. Because of the massive freight volume transported by trucks, understanding the effects of population and employment characteristics on truck flows is critical for better transportation planning and investment decisions. The US Federal Highway Administration published a truck travel origin-destination data set as part of the Next Generation National Household Travel Survey program. This data set contains the total number of truck trips in 2020 within and between 583 predefined zones encompassing metropolitan and nonmetropolitan statistical areas within each state and Washington, DC. In this study, origin-destination-level truck trip flow data was augmented to include zone-level population and employment characteristics from the US Census Bureau. Census population and County Business Patterns data were included. The final data set was used to train a machine learning algorithm-based model, Extreme Gradient Boosting (XGBoost), where the target variable is the number of total truck trips. Shapley Additive ExPlanation (SHAP) was adopted to explain the model results. Results showed that the distance between the zones was the most important variable and had a nonlinear relationship with truck flows.

Uddin, Majbah↗
NASA NTRS2019

Wind Tunnel Flow Field Visualizations of the Space Launch System Vehicle Ascent

A wind tunnel test was conducted to characterize the aeroacoustic environment of several configurations of the Space Launch System during ascent. The test was conducted in the 11-by-11 foot transonic and 9-by-7 foot supersonic test sections at NASA Ames research center. Throughout this experiment data was collected from several types of instrumentation including: dynamic and steady-state pressure sensors, unsteady and steady pressure sensitive paint, time-resolved shadowgraph and infrared imaging. The following details results and analysis from the time-resolved shadowgraph and infrared imaging data systems. The time-resolved shadowgraph provided a qualitative measurement of the near-field turbulent fluctuations. These results helped provide context to the relative magnitude and frequency content of the fluid-structure-interaction driving the surface pressure phenomena characterized by the discrete pressure transducers and unsteady pressure sensitive paint. The infrared imaging was used to verify boundary layer trip effectiveness and provide temperature correction for the unsteady pressure sensitive paint.

Shadowgraph↗
NASA NTRS2000

Flap Edge Aeroacoustic Measurements and Predictions

An aeroacoustic model test has been conducted to investigate the mechanisms of sound generation on high-lift wing configurations. This paper presents an analysis of flap side-edge noise, which is often the most dominant source. A model of a main element wing section with a half-span flap was tested at low speeds of up to a Mach number of 0.17, corresponding to a wing chord Reynolds number of approximately 1.7 million. Results are presented for flat (or blunt), flanged, and round flap-edge geometries, with and without boundary-layer tripping, deployed at both moderate and high flap angles. The acoustic database is obtained from a Small Aperture Directional Array (SADA) of microphones, which was constructed to electronically steer to different regions of the model and to obtain farfield noise spectra and directivity from these regions. The basic flap-edge aerodynamics is established by static surface pressure data, as well as by Computational Fluid Dynamics (CFD) calculations and simplified edge flow analyses. Distributions of unsteady pressure sensors over the flap allow the noise source regions to be defined and quantified via cross-spectral diagnostics using the SADA output. It is found that shear layer instability and related pressure scatter is the primary noise mechanism. For the flat edge flap, two noise prediction methods based on unsteady-surface-pressure measurements are evaluated and compared to measured noise. One is a new causality spectral approach developed here. The other is a new application of an edge-noise scatter prediction method. The good comparisons for both approaches suggest that much of the physics is captured by the prediction models. Areas of disagreement appear to reveal when the assumed edge noise mechanism does not fully define, the noise production. For the different edge conditions, extensive spectra and directivity are presented. Significantly, for each edge configuration, the spectra for different flow speeds, flap angles, and surface roughness were successfully scaled by utilizing aerodynamic performance and boundary layer scaling method developed herein.

Brooks, Thomas F.↗
NASA NTRS2000

Flap Edge Aeroacoustic Measurements and Predictions

An aeroacoustic model test has been conducted to investigate the mechanisms of sound generation on high-lift wing configurations. This paper presents an analysis of flap side-edge noise, which is often the most dominant source. A model of a main element wing section with a half-span flap was tested at low speeds of up to a Mach number of 0.17, corresponding to a wing chord Reynolds number of approximately 1.7 million. Results are presented for flat (or blunt), flanged, and round flap-edge geometries, with and without boundary-layer tripping, deployed at both moderate and high flap angles. The acoustic database is obtained from a Small Aperture Directional Array (SADA) of microphones, which was constructed to electronically steer to different regions of the model and to obtain farfield noise spectra and directivity from these regions. The basic flap-edge aerodynamics is established by static surface pressure data, as well as by Computational Fluid Dynamics (CFD) calculations and simplified edge flow analyses. Distributions of unsteady pressure sensors over the flap allow the noise source regions to be defined and quantified via cross-spectral diagnostics using the SADA output. It is found that shear layer instability and related pressure scatter is the primary noise mechanism. For the flat edge flap, two noise prediction methods based on unsteady surface pressure measurements are evaluated and compared to measured noise. One is a new causality spectral approach developed here. The other is a new application of an edge-noise scatter prediction method. The good comparisons for both approaches suggest that much of the physics is captured by the prediction models. Areas of disagreement appear to reveal when the assumed edge noise mechanism does not fully define the noise production. For the different edge conditions, extensive spectra and directivity are presented. Significantly, for each edge configuration, the spectra for different flow speeds, flap angles, and surface roughness were successfully scaled by utilizing aerodynamic performance and boundary layer scaling methods developed herein.

Brooks, Thomas F.↗
NASA NTRS1985

Aerothermodynamic heating and performance analysis of a high-lift aeromaneuvering AOTV concept

The thermal-control requirements for design-optimized aeromaneuvering performance are determined for space-based applications and low-earth orbit sorties involving large, multiple plane-inclination changes. The leading-edge heating analysis is the most advanced developed for hypersonic-rarefied flow over lifting surfaces at incidence. The effects of leading-edge bluntness, low-density viscous phenomena, and finite-rate flow-field chemistry and surface catalysis are accounted for. The predicted aerothermodynamic heating characteristics are correlated with thermal-control and flight-performance capabilities. The mission payload capability for delivery, retrieval, and combined operations is determined for round-trip sorties extending to polar orbits. Recommendations are given for future design refinements. The results help to identify technology issues required to develop prototype operational systems.

Menees, G. P.↗
NASA NTRS1985

Design and performance analysis of an aero-maneuvering orbital-transfer vehicle concept

Systems requirements for design-optimized, lateral-turn performance were determined for reusable, space-based applications and low-Earth orbits involving large multiple plane-inclination changes. The aerothermodynamic analysis is the most advanced available for rarefield-hypersonic flow over lifting surfaces at incidence. The effects of leading-edge bluntness, low-density viscous phenomena, and finite-rate flow-field chemistry and surface catalysis are accounted for. The predicted aerothermal heating characteristics are correlated with thermal-control and flight-performance capabilities. The mission payload capacity for delivery, retrieval, and combined operations was determined for round-trip sorties extending to polar orbits. Recommendations are given for future design refinements. The results help to identify technology issues required to develop prototype operational vehicles.

Menees, G. P.↗
NASA NTRS1985

Design and performance analysis of an aeromaneuvering orbital-transfer vehicle concept

Systems requirements for design-optimized, lateral-turn performance were determined for reusable, space-based applications and low-earth orbits involving large multiple plane-inclination changes. The aerothermodynamic analysis is the most advanced available for rarefied-hypersonic flow over lifting surfaces at incidence. The effects of leading-edge bluntness, low-density viscous phenomena, and finite-rate flow-field chemistry and surface catalysis are accounted for. The predicted aerothermal heating characteristics are correlated with thermal-control and flight-performance capabilities. The mission payload capacity for delivery, retrieval, and combined operations was determined for round-trip sorties extending to polar orbits. Recommendations are given for future design refinements. The results help to identify technology issues required to develop prototype operational vehicles.

Menees, G. P.↗
NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas​. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS​. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. ​A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗