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NASA NTRSDate not supplied

Impact of Handling Qualities on Motor Sizing for Multirotor Aircraft with Urban Air Mobility Missions

Control models of three NASA Urban Air Mobility (UAM) reference vehicles (the quadrotor, octocopter, and Lift+Cruise (LPC)) were created and compared to determine the effect of rotor number and disk loading on control margin and design. The heave and yaw axes demand more actuator usage than the roll and pitch axes. Between heave and yaw, heave was the more demanding of the two because of the dependence of heave on the engine speed controller (ESC). When the feedback gains for all three vehicles were optimized to Level 1 handling qualities (HQs) specifications using CONDUIT, the ESC for the octocopter was the most stable and had the highest rise time (time for the rotor to respond to an input), while the LPC ESC was the least stable and had the smallest rise time. Rise time corresponds to the time required for rotor response. When actuator usage was translated to current margin, torque margin, and power margin, heave was the most demanding axis, followed by yaw, roll, and then pitch for all three vehicles. The results emphasize the importance of an accurate motor model within the control system architecture.

Impact↗

NASA NTRS2023

Using FRET to Create, Analyze and Monitor Requirements for a Lift Plus Cruise Case Study

In this technical report we provide information on the use of the NASA Formal RequirementsElicitation Tool (FRET) to create requirements for a Lift Plus Cruise (LPC) aircraft case study. Furthermore, we provide details on using FRET to translate these requirements into an appropriate format for the Copilot tool, enabling their usage to perform runtime verification on a synthesized LPC system.

Formal Requirements Elicitation Tool↗

NASA NTRSDate not supplied

Technology Gaps for Rapid Response Missions to Near-Earth Objects, Interstellar Objects, and Long-Period Comets

The last several years has seen the discovery of the first two interstellar objects, the first ever planetary defense mission, recommendation for a rapid reconnaissance planetary defense demonstration, and the continued emergence of a robust commercial small satellite industry. The present and near future also consist of emerging next-generation observatories including Vera Rubin and NEO Surveyor. These seemingly disparate events converge in the context of rapid response: a cross-cutting capability that would enable NASA and the international community to quickly discover and respond to an emerging target such as a near-Earth object (NEO), interstellar object (ISO), or long-period comet (LPC) either for rapid characterization of a potential threat, or revolutionary science that would inform early solar system formation and evolution. In late October 2022, subject matter experts gathered at the California Institute of Technology in a week-long workshop sponsored by the Keck Institute for Space Studies (KISS) to address enabling mission concepts for rapid response and key technology gaps (final report in progress). These experts concurred that the ability to respond on the order of a few months is necessary for rapid in-situ characterization of a NEO, ISO, or LPC, and that while there are several technology gaps, this capability could be realized in the near future.

Technology gaps↗

NASA NTRSDate not supplied

A Summary of Test Results from a NASA Lift + Cruise eVTOL Crash Test

On November 9, 2022, the National Aeronautics and Space Administration (NASA) conducted a full-scale crash test of the NASA Lift+Cruise (LPC) reference vehicle at the NASA Langley Research Center Landing and Impact Research Facility (LandIR) under combined vertical and horizontal impact conditions to simulate a severe but survivable crash. The LPC test article is a carbon-composite skin/frame structure design, developed and fabricated for the cabin section only. The test utilized various configurations of seats and Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies) intended to encompass a variety of occupant conditions. In addition, an in-house developed energy absorbing subfloor was utilized for the evaluation of load attenuation. Overhead mass was simulated using attached lifting hardware and other systems were simulated using ballast mass. The test article impacted the ground with velocities of 38.1 ft/s horizontal and 31.4 ft/s vertical. During the first approximately 38 milliseconds (ms), the cabin section experienced a large amount of acceleration on the belly which was attenuated by the subfloor structures and seats. Over the next approximately 160 ms, the test article experienced failure in the a-, b- and c-pillars, leading to a partial collapse of the overhead structure. Test data was collected on the belly, floors, seats, overhead mass, and tail. In addition, there was high speed full-field digital image correlation analysis data collected on the port side skin surface. Collected ATD data showed that the ATDs seated in the energy absorbing seats experienced loads at limits below the those in current regulations. Even without an energy absorbing seat, the energy absorbing subfloors crushed as intended, and limited the load on the large 95 th percentile ATD to 10% over suggested limits. The collapse of the roof did affect the 95 th percentile ATD, which showed high neck loading values due to head contact, whereas survivable volume was maintained for the other ATDs. While the energy absorbing subfloor and energy absorbing seats both contributed to occupant load attenuation, further optimization is suggested to increase their robustness.

evtol↗

NASA NTRS2023

New Hampshire Ecological Conservation: Predicting Future Conflicts between Loon Habitats and Human Development in New Hampshire using NASA Earth Observations

Bioindicator species monitoring allows researchers to infer the overall ecological health of a given area. Among these species, the Common Loon (Gavia immer), occupies the land-water interface on lakefront habitats in New Hampshire (NH) which exposes nest sites to human encroachment. In collaboration with the Loon Preservation Committee (LPC), we utilized NASA Earth observations to predict future conflicts between loon habitats and human development in New Hampshire. Land use & land cover (LULC), water clarity, and land surface temperature (LST) were analyzed to determine habitat suitability for loons. We used land cover classifications from the National Land Cover Database (NLCD) to analyze development around eight NH lakes (Canobie, First Connecticut, Massabesic, Newfound, Onway, Squam, Umbagog, and Winnipesaukee) from 2001 to 2019. Terra Moderate Resolution Imaging Spectroradiometer (MODIS), Landsat 5 Thematic Mapper (TM), and Landsat 8 Operational Land Imager (OLI) data provided land surface temperature between 2000 and 2022. Additionally, we utilized Landsat 8 OLI imagery to estimate water clarity between 2013 and 2022. LULC analysis identified areas of development around each lake for 2001, 2019, and land available for future development as of 2019. Assessment of mean summer land surface temperature revealed that loons' presence persists, despite increasing temperatures. We observed increased average water clarity in lakes that were more developed, in general the southernmost lakes analyzed within NH. We synthesized these results to assist the LPC in future conservation efforts.

ACOLITE↗

NASA NTRSDate not supplied

A Summary of Test Results from a NASA Lift + Cruise eVTOL Crash Test

evtol↗

NASA NTRS1987

Analysis of an advanced technology subsonic turbofan incorporating revolutionary materials

Successful implementation of revolutionary composite materials in an advanced turbofan offers the possibility of further improvements in engine performance and thrust-to-weight ratio relative to current metallic materials. The present analysis determines the approximate engine cycle and configuration for an early 21st century subsonic turbofan incorporating all composite materials. The advanced engine is evaluated relative to a current technology baseline engine in terms of its potential fuel savings for an intercontinental quadjet having a design range of 5500 nmi and a payload of 500 passengers. The resultant near optimum, uncooled, two-spool, advanced engine has an overall pressure ratio of 87, a bypass ratio of 18, a geared fan, and a turbine rotor inlet temperature of 3085 R. Improvements result in a 33-percent fuel saving for the specified misssion. Various advanced composite materials are used throughout the engine. For example, advanced polymer composite materials are used for the fan and the low pressure compressor (LPC).

Knip, Gerald, Jr.↗

NASA NTRS1988

Development of an 8000 bps voice codec for AvSat

Air-mobile speech communication applications share robustness and noise immunity requirements with other mobile applications. The quality requirements are stringent, especially in the cockpit where air safety is involved. Based on these considerations, a decision was made to test an intermediate data rate such as 8.0 and 9.6 kb/s as proven technologies. A number of vocoders and codec technologies were investigated at rates ranging from 2.4 kb/s up to and including 9.6 kb/s. The proven vocoders operating at 2.4 and 4.8 kb/s lacked the noise immunity or the robustness to operate reliably in a cabin noise environment. One very attractive alternative approach was Spectrally Encoded Residual Excited LPC (SE-RELP) which is used in a multi-rate voice processor (MRP) developed at the Naval Research Lab (NRL). The MRP uses SE-RELP at rates of 9.6 and 16 kb/s. The 9.6 kb/s rate can be lowered to 8.0 kb/s without loss of information by modifying the frame. An 8.0 kb/s vocoder was developed using SE-RELP as a demonstrator and testbed. This demonstrator is implemented in real time using two Compaq 2 portable computers, each equipped with an ARIEL DSP016 Data Acquisition Processor.

Clark, Joseph F.↗

NASA NTRS1989

Automatic voice recognition using traditional and artificial neural network approaches

The main objective of this research is to develop an algorithm for isolated-word recognition. This research is focused on digital signal analysis rather than linguistic analysis of speech. Features extraction is carried out by applying a Linear Predictive Coding (LPC) algorithm with order of 10. Continuous-word and speaker independent recognition will be considered in future study after accomplishing this isolated word research. To examine the similarity between the reference and the training sets, two approaches are explored. The first is implementing traditional pattern recognition techniques where a dynamic time warping algorithm is applied to align the two sets and calculate the probability of matching by measuring the Euclidean distance between the two sets. The second is implementing a backpropagation artificial neural net model with three layers as the pattern classifier. The adaptation rule implemented in this network is the generalized least mean square (LMS) rule. The first approach has been accomplished. A vocabulary of 50 words was selected and tested. The accuracy of the algorithm was found to be around 85 percent. The second approach is in progress at the present time.

Botros, Nazeih M.↗

NASA NTRS1990

A low-delay 8 Kb/s backward-adaptive CELP coder

Code excited linear prediction coding is an efficient technique for compressing speech sequences. Communications quality of speech can be obtained at bit rates below 8 Kb/s. However, relatively large coding delays are necessary to buffer the input speech in order to perform the LPC analysis. A low delay 8 Kb/s CELP coder is introduced in which the short term predictor is based on past synthesized speech. A new distortion measure that improves the tracking of the formant filter is discussed. Formal listening tests showed that the performance of the backward adaptive coder is almost as good as the conventional CELP coder.

Neumeyer, L. G.↗

NASA NTRS1987

In vivo synthesis of phosphatidylcholine in rat brain via the phospholipid methylation pathway

The in vivo synthesis of brain phosphatidylcholine (PC) by the methylation of phosphatidylethanolamine (PE) was examined. (H-3)methyl)methionine was infused i.c.v., by indwelling cannula, and brain samples were taken 0.5-18 h thereafter and assayed for (H-3)PC, as well as for its biosynthetic intermediates (H-3)phosphatidyl monomethylethanolamine ((H-3)PMME) and (H-3)phosphatidyl dimethylethanolamine ((H-3)PDME), and for (H-3)lysophosphatidylcholine ((H-3)LPC) and S-(H-3)adenosylmethionine ((H-3)SAM). Most of the (H-3)PC (79-94 percent) was present ipsilateral to the infusion site; indicating that the radioactivity in the (H-3)PC was primarily of intracerebral origin, and not taken up from the blood. Moreover, only very low levels of (H-3)PC were attained in brains of animals receiving (H-3)methionine i.p. and these levels were symmetrically distributed. (H-3)PMME and (H-3)PDME turned over with apparent half-lives of 2.2 h and 2.4 h. In contrast, the accumulation of brain (H-3)PC was biphasic, suggesting the existence of two pools, the more labile of which turned over rapidly (t(sub 1/2) = 5 h) and was formed for as long as (H-3)PMME and (H-3)PDME are present in the brain, and another, which was distinguishable only at 18 h after the (H-3)methionine infusion. (The latter pool may have been synthesized from (H-3)choline that was released via the hydrolysis of some of the brain (H-3)PC previously formed by the methylation of PE.) Subcellular fractionation of brain tissue obtained after in vivo labelling with (H-3)methionine revealed that mitochondrial PC had the highest specific radioactivity (dpm per micromol total lipid phosphorus), and myelin the least. These observations affirm that rat brain does synthesize PC in vivo by methylating PE, and the technique provides an experimental system which may be useful for examining the physiological regulation of this process.

Lakher, Michael↗

NASA NTRS1997

GB 1508+5714, The First Z Greater than 4 Radio-Selected Quasar In X Rays

We report the detection in X ray of a high redshift (z=4.30) radio-loud quasar, GB 1508+5714, the first radio-selected z greater than 4 quasar seen in X rays. The quasar was observed serendipitously with the Einstein observatory lPC at 0.02 +/- 0.003 counts/s. It is ten times brighter than the other two z greater than 4 X-ray detected quasars. The X-ray source is unusually hard, implying either alpha(sub E) less than 0.2, or N(sub H) greater than 10(exp 22) atoms/sq cm (1(sigma) limits) for a simple power-law plus intrinsic (z=4.3) absorption. Intrinsic absorption would make GB 1508+5714 similar to a large fraction of z approx. 3 radio-loud quasars.

Mathur, Smita↗

NASA NTRS2005

Orbit Modification of Earth-Crossing Asteroids/Comets Using Rendezvous Spacecraft and Laser Ablation

This report describes the approach and results of an end-to-end simulation to deflect a long-period comet (LPC) by using a rapid rendezvous spacecraft and laser ablation system. The laser energy required for providing sufficient deflection DELTA V and an analysis of possible intercept/rendezvous spacecraft trajectories are studied in this analysis. These problems minimize a weighted sum of the flight time and required propellant by using an advanced propulsion system. The optimal thrust-vector history and propellant mass to use are found in order to transfer a spacecraft from the Earth to a targeted celestial object. One goal of this analysis is to formulate an optimization problem for intercept/rendezvous spacecraft trajectories. One approach to alter the trajectory of the object in a highly controlled manner is to use pulsed laser ablative propulsion. A sufficiently intense laser pulse ablates the surface of a near-Earth object (NEO) by causing plasma blowoff. The momentum change from a single laser pulse is very small. However, the cumulative effect is very effective because the laser can interact with the object over long periods of time. The laser ablation technique can overcome the mass penalties associated with other nondisruptive approaches because no propellant is required to generate the DELTA V (the material of the celestial object is the propellant source). Additionally, laser ablation is effective against a wide range of surface materials and does not require any landing or physical attachment to the object. For diverting distant asteroids and comets, the power and optical requirements of a laser ablation system on or near the Earth may be too extreme to contemplate in the next few decades. A hybrid solution would be for a spacecraft to carry a laser as a payload to a particular celestial body. The spacecraft would require an advanced propulsion system capable of rapid rendezvous with the object and an extremely powerful electrical generator, which is likely needed for the propulsion system as well. The spacecraft would station-keep with the object at a small standoff distance while the laser ablation is performed.

Park, Sang-Young↗

NASA NTRS2014

Preliminary Study on Acoustic Detection of Faults Experienced by a High-Bypass Turbofan Engine

The vehicle integrated propulsion research (VIPR) effort conducted by NASA and several partners provided an unparalleled opportunity to test a relatively low TRL concept regarding the use of far field acoustics to identify faults occurring in a high bypass turbofan engine. Though VIPR Phase II ground based aircraft installed engine testing wherein a multitude of research sensors and methods were evaluated, an array of acoustic microphones was used to determine the viability of such an array to detect failures occurring in a commercially representative high bypass turbofan engine. The failures introduced during VIPR testing included commanding the engine's low pressure compressor (LPC) exit and high pressure compressor (HPC) 14th stage bleed values abruptly to their failsafe positions during steady state

acoustics↗

NASA NTRS2014

Possible Mechanisms for Turbofan Engine Ice Crystal Icing at High Altitude

A thermodynamic model is presented to describe possible mechanisms of ice formation on unheated surfaces inside a turbofan engine compression system from fully glaciated ice crystal clouds often formed at high altitude near deep convective weather systems. It is shown from the analysis that generally there could be two distinct types of ice formation: (1) when the "surface freezing fraction" is in the range of 0 to 1, dominated by the freezing of water melt from fully or partially melted ice crystals, the ice structure is formed from accretion with strong adhesion to the surface, and (2) when the "surface melting fraction" is the range of 0 to 1, dominated by the further melting of ice crystals, the ice structure is formed from accumulation of un-melted ice crystals with relatively weak bonding to the surface. The model captures important qualitative trends of the fundamental ice-crystal icing phenomenon reported earlier1,2 from the research collaboration work by NASA and the National Research Council (NRC) of Canada. Further, preliminary analysis of test data from the 2013 full scale turbofan engine ice crystal icing test3 conducted in the NASA Glenn Propulsion Systems Laboratory (PSL) has also suggested that (1) both types of ice formation occurred during the test, and (2) the model has captured some important qualitative trend of turning on (or off) the ice crystal ice formation process in the tested engine low pressure compressor (LPC) targeted area under different icing conditions that ultimately would lead to (or suppress) an engine core roll back (RB) event.

Crystal Icing↗

NASA NTRS2016

Possible Mechanisms for Turbofan Engine Ice Crystal Icing at High Altitude

A thermodynamic model is presented to describe possible mechanisms of ice formation on unheated surfaces inside a turbofan engine compression system from fully glaciated ice crystal clouds often formed at high altitude near deep convective weather systems. It is shown from the analysis that generally there could be two distinct types of ice formation: (1) when the "surface freezing fraction" is in the range of 0 to 1, dominated by the freezing of water melt from fully or partially melted ice crystals, the ice structure is formed from accretion with strong adhesion to the surface, and (2) when the "surface melting fraction" is the range of 0 to 1, dominated by the further melting of ice crystals, the ice structure is formed from accumulation of un-melted ice crystals with relatively weak bonding to the surface. The model captures important qualitative trends of the fundamental ice-crystal icing phenomenon reported earlier (Refs. 1 and 2) from the research collaboration work by NASA and the National Research Council (NRC) of Canada. Further, preliminary analysis of test data from the 2013 full scale turbofan engine ice crystal icing test (Ref. 3) conducted in the NASA Glenn Propulsion Systems Laboratory (PSL) has also suggested that (1) both types of ice formation occurred during the test, and (2) the model has captured some important qualitative trend of turning on (or off) the ice crystal ice formation process in the tested engine low pressure compressor (LPC) targeted area under different icing conditions that ultimately would lead to (or suppress) an engine core roll back (RB) event.

Crystal Icing↗

NASA NTRS2017

Modeling of a Turbofan Engine with Ice Crystal Ingestion in the NASA Propulsion System Laboratory

The main focus of this study is to apply a computational tool for the flow analysis of the turbine engine that has been tested with ice crystal ingestion in the Propulsion Systems Laboratory (PSL) at NASA Glenn Research Center. The PSL has been used to test a highly instrumented Honeywell ALF502R-5A (LF11) turbofan engine at simulated altitude operating conditions. Test data analysis with an engine cycle code and a compressor flow code was conducted to determine the values of key icing parameters, that can indicate the risk of ice accretion, which can lead to engine rollback (un-commanded loss of engine thrust). The full engine aerothermodynamic performance was modeled with the Honeywell Customer Deck specifically created for the ALF502R-5A engine. The mean-line compressor flow analysis code, which includes a code that models the state of the ice crystal, was used to model the air flow through the fan-core and low pressure compressor. The results of the compressor flow analyses included calculations of the ice-water flow rate to air flow rate ratio (IWAR), the local static wet bulb temperature, and the particle melt ratio throughout the flow field. It was found that the assumed particle size had a large effect on the particle melt ratio, and on the local wet bulb temperature. In this study the particle size was varied parametrically to produce a non-zero calculated melt ratio in the exit guide vane (EGV) region of the low pressure compressor (LPC) for the data points that experienced a growth of blockage there, and a subsequent engine called rollback (CRB). At data points where the engine experienced a CRB having the lowest wet bulb temperature of 492 degrees Rankine at the EGV trailing edge, the smallest particle size that produced a non-zero melt ratio (between 3 percent - 4 percent) was on the order of 1 micron. This value of melt ratio was utilized as the target for all other subsequent data points analyzed, while the particle size was varied from 1 micron - 9.5 microns to achieve the target melt ratio. For data points that did not experience a CRB which had static wet bulb temperatures in the EGV region below 492 degrees Rankine, a non-zero melt ratio could not be achieved even with a 1 micron ice particle size. The highest value of static wet bulb temperature for data points that experienced engine CRB was 498 degrees Rankine with a particle size of 9.5 microns. Based on this study of the LF11 engine test data, the range of static wet bulb temperature at the EGV exit for engine CRB was in the narrow range of 492 degrees Rankine - 498 degrees Rankine , while the minimum value of IWAR was 0.002. The rate of blockage growth due to ice accretion and boundary layer growth was estimated by scaling from a known blockage growth rate that was determined in a previous study. These results obtained from the LF11 engine analysis formed the basis of a unique “icing wedge.”

Turbo engine↗

NASA NTRSDate not supplied

Crashworthiness of a Lift Plus Cruise eVTOL Vehicle Design within Dynamic Loading Environments

To aid in the development of electric Vertical Take-off and Landing (eVTOL) technology, the National Aeronautics and Space Administration has undertaken research initiatives to evaluate and optimize design features of eVTOL aircraft. One such initiative has been to develop energy attenuating design mechanisms to improve eVTOL vehicle crashworthiness. In this study, crashworthiness design mechanisms, implemented within a six-passenger lift plus cruise (LPC) eVTOL concept vehicle, were evaluated under multi-axis dynamic loading conditions. This work builds upon crashworthiness design concepts previously optimized within a simplified vehicle-loading environment. The results of this study found the effectiveness of energy attenuating design mechanisms to be dependent on the complexity of load environment in which they were employed. An increase in off-axis loading resulted in a decrease in occupant protective capability. These results indicate the necessity for evaluating vehicle design across the range of possible dynamic impact conditions to characterize crashworthiness. This work provides preliminary methodology for implementing energy attenuating design mechanisms and evaluating crashworthiness for future UAM markets.

Jacob Putnam↗