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NASA NTRSDate not supplied

UAM Decision Making

NASA, in collaboration with the industry and FAA, is conducting research on Urban Air Mobility (UAM). UAM introduces unique and evolving operational characteristics unaccounted for within current transportation planning tools. This evolving modality requires a unique and comprehensive tool that integrates new and existing planning methodologies to provide a holistic solution for decision makers. NASA has identified a number of barriers and research areas related to aircraft, airspace, and communities as well as infrastructure requirements. The research will identify requirements related to urban capable aircraft and airspace technologies. While civil aviation authorities are responsible for safety and structure of operations through the air, the local and regional authorities are responsible for decisions related to location of vertiports, helipads, and airports. The implementation of UAM vertiports will consider diverse regional system categories such as weather, airspace restrictions, noise acceptability, surface traffic, availability of power, vertipad locations, routes, impact on surface traffic, safety and risks, economic impact, ingress/egress for electric/hybrid VTOL aircraft, applicable fire codes, evacuation strategy, zoning requirements, emergency preparedness, interactions with surface traffic, and community acceptance. Therefore, regional implementation bodies need a decision making tool to assess systemic dependencies in preparation for UAM impact on the region. We are developing a simulation and modeling tool that allows regional authorities to consider many factors while deciding the location of vertiport and UAM operations. The objective of this paper is to present the conceptual design of a comprehensive decision making tool to assist planning bodies in developing UAM infrastructure. Specifically, the UAM planning tool will simultaneously consider all relevant local/regional considerations to identify for vertiport locations and UAM operations for a region.

Parimal Kopardekar↗
NASA NTRS2013

High Speed Mobility Through On-Demand Aviation

Game changing advances come about by the introduction of new technologies at a time when societal needs create the opportunity for new market solutions. A unique opportunity exists for NASA to bring about such a mobility revolution in General Aviation, extendable to other aviation markets, to maintain leadership in aviation by the United States. This report outlines the research carried out so far under NASA's leadership towards developing a new mobility choice, called Zip Aviation1,2,3. The feasibility, technology and system gaps that need to be addressed, and pathways for successful implementation have been investigated to guide future investment. The past decade indicates exciting trends in transportation technologies, which are quickly evolving. Automobiles are embracing automation to ease driver tasks as well as to completely control the vehicle with added safety (Figure 1). Electric propulsion is providing zero tail-pipe emission vehicles with dramatically lower energy and maintenance costs. These technologies have not yet been applied to aviation, yet offer compelling potential benefits across all aviation markets, and in particular to General Aviation (GA) as an early adopter market. The benefits of such an adoption are applicable in the following areas: 􀁸 Safety: The GA market experiences accident rates that are substantially higher than automobiles or commercial airlines, with 7.5 fatal accidents per 100 million vehicle miles compared to 1.3 for automobiles and.068 for airlines. Approximately 80% of these accidents are caused by some form of pilot error, with another 13% caused by single point propulsion system failure. 􀁸 Emissions: Environmental constraints are pushing for the elimination of 100Low Lead (LL) fuel used in most GA aircraft, with aviation fuel the #1 source of lead emissions into the environment. Aircraft also have no emission control systems (i.e. no catalytic converters etc.), so they are gross hydrocarbon polluters compared to automobiles. 􀁸 Community Noise: Hub and smaller GA airports are facing increasing noise restrictions, and while commercial airliners have dramatically decreased their community noise footprint over the past 30 years, GA aircraft noise has essentially remained same, and moreover, is located in closer proximity to neighborhoods and businesses. 􀁸 Operating Costs: GA operating costs have risen dramatically due to average fuel costs of over $6 per gallon, which has constrained the market over the past decade and resulted in more than 50% lower sales and 35% less yearly operations. Infusion of autonomy and electric propulsion technologies can accomplish not only a transformation of the GA market, but also provide a technology enablement bridge for both larger aircraft and the emerging civil Unmanned Aerial Systems (UAS) markets. The NASA Advanced General Aviation Transport Experiments (AGATE) project successfully used a similar approach to enable the introduction of primary composite structures and flat panel displays in the 1990s, establishing both the technology and certification standardization to permit quick adoption through partnerships with industry, academia, and the Federal Aviation Administration (FAA). Regional and airliner markets are experiencing constant pressure to achieve decreasing levels of community emissions and noise, while lowering operating costs and improving safety. But to what degree can these new technology frontiers impact aircraft safety, the environment, operations, cost, and performance? Are the benefits transformational enough to fundamentally alter aircraft competiveness and productivity to permit much greater aviation use for high speed and On-Demand Mobility (ODM)? These questions were asked in a Zip aviation system study named after the Zip Car, an emerging car-sharing business model. Zip Aviation investigates the potential to enable new emergent markets for aviation that offer "more flexibility than the existing transportation solutions." These studies indicate that autonomy and electric propulsion technology infusions offer a unique opportunity to provide breakthrough capabilities for new high speed, on-demand travel alternatives that can leapfrog the need for future expensive ground-based infrastructure investment. At the same time, such investments offer a method of laying the foundation for these technologies to be incubated for commercial aviation at lower cost, and with lower initial certification thresholds due to the relatively poor capabilities of GA aircraft to permit early adoption and private market capitalization by rapid technology accelerations, as depicted in Figure 2.

Moore, Mark D.↗
NASA NTRS2022

Distributed Simulation Infrastructure for Researching Implementation of Evolving Concepts in the NAS

The National Airspace System (NAS) is evolving; it is becoming more crowded, and new vehicles with different capabilities are starting to utilize airspace. Increased capacity, new vehicles, and their varying performance and equipage profiles will require changes in how we operate in the NAS. The Crew Systems and Aviation Operations Branch (CSAOB) has actively supported crew systems and aviation research contributing to the safe evolution of the NAS. As the NAS continues to evolve to meet the needs of the nation, CSAOB has the history, infrastructure, and tools to support needed research for the introduction of new technologies and understand their impact on the NAS . This paper describes the software infrastructure and tools supported by CSAOB, lists how the tools have been used in the past, how researchers can integrate into our infrastructure, and how these tools are evolving to support research into the future of the NAS.

Simulation↗
NASA NTRS2008

Distributed Aviation Concepts and Technologies

Aviation has experienced one hundred years of evolution, resulting in the current air transportation system dominated by commercial airliners in a hub and spoke infrastructure. While the first fifty years involved disruptive technologies that required frequent vehicle adaptation, the second fifty years produced a stable evolutionary optimization of decreasing costs with increasing safety. This optimization has resulted in traits favoring a centralized service model with high vehicle productivity and cost efficiency. However, it may also have resulted in a system that is not sufficiently robust to withstand significant system disturbances. Aviation is currently facing rapid change from issues such as environmental damage, terrorism threat, congestion and capacity limitations, and cost of energy. Currently, these issues are leading to a loss of service for weaker spoke markets. These catalysts and a lack of robustness could result in a loss of service for much larger portions of the aviation market. The impact of other competing transportation services may be equally important as casual factors of change. Highway system forecasts indicate a dramatic slow down as congestion reaches a point of non-linearly increasing delay. In the next twenty-five years, there is the potential for aviation to transform itself into a more robust, scalable, adaptive, secure, safe, affordable, convenient, efficient and environmentally friendly system. To achieve these characteristics, the new system will likely be based on a distributed model that enables more direct services. Short range travel is already demonstrating itself to be inefficient with a centralized model, providing opportunities for emergent distributed services through air-taxi models. Technologies from the on-demand revolution in computers and communications are now available as major drivers for aviation on-demand adaptation. Other technologies such as electric propulsion are currently transforming the automobile industry, and will also significantly alter the functionality of future distributed aviation concepts. Many hurdles exist, including technology, regulation, and perception. Aviation has an inherent governmental role not present in other recent on-demand transformations, which may pose a risk of curtailing aviation democratization .

Moore, Mark D.↗
NASA NTRS2013

Simulated Rotor Wake Interactions Resulting from Civil Tiltrotor Aircraft Operations Near Vertiport Terminals

A mid-fidelity computational fluid dynamics tool called RotCFD - specifically developed to aid in rotorcraft conceptual design efforts - has been applied to the study of rotor wake interactions of civil tiltrotor aircraft in the immediate vicinity of vertiport/airport ground infrastructure. This issue has grown in importance as previous NASA studies have suggested that civil tiltrotor aircraft can potentially have a significant impact on commercial transport aviation. Current NASA reference designs for such civil tiltrotor aircraft are focused on a size category of 90-120 passengers. Notional concepts of operations include simultaneous non-interfering flight into and out of congested airports having vertiports, that is, prepared VTOL takeoff and landing zones, or underutilized short runways for STOL operation. Such large gross-weight vehicles will be generating very high induced velocities. Inevitably, the interaction of the rotor wake with ground infrastructure such as terminals/jetways must be considered both from an operational as well as design perspective.

Young, Larry A.↗
NASA NTRSDate not supplied

Urban Air Mobility Community Noise Test Planning

The term “Advanced Air Mobility” has been adopted by NASA to describe safe, sustainable, affordable, and accessible aviation for transformational local and intraregional missions. By this definition, Advanced Air Mobility includes both “rural” and “urban” applications including cargo and passenger transport missions, and other aerial missions (e.g., infrastructure inspection). There will be a range of aircraft types performing such missions, including small and medium Unmanned Aircraft Systems (UAS), electric Conventional Takeoff and Landing (eCTOL) aircraft, and electric Vertical Takeoff and Landing (eVTOL) aircraft. Urban Air Mobility (UAM) is a challenging use case for transporting cargo and passengers in an urban environment and is a new opportunity for aviation that could revolutionize the transportation system. The National Aeronautics and Space Administration and the Noise Division of the Federal Aviation Administration Office of Environment and Energy have initiated discussions for planning UAM community noise test(s) at the end of this decade. This presentation discusses the test goals, candidate test objectives, and some of activities needed in preparation for the test(s). It also draws distinctions between the type of study envisioned (observational vs. staged), and between it and recent and planned studies on large fixed-wing transports and commercial supersonic transports.

urban air mobility↗
NASA NTRSDate not supplied

SUbsonic Single Aft eNgine (SUSAN) Electrofan: An Advanced Hybrid Electric Concept for Future Single-Aisle Aircraft

Address the aviation industry’s goal of achieving net-zero carbon emissions by 2050. Design an aircraft concept that can significantly reduce fuel burn and emissions in large regional transport aircraft carrying up to 180 passengers. Retain speed, size, and range in current commercial aircraft and utilize existing airport infrastructure and airspace management systems. Reduce operating costs while improving safety and efficiency.

Electrified Aircraft Propulsion (EAP)↗
NASA NTRSDate not supplied

Flight Trajectory Prediction Based on Hybrid-Recurrent Networks

The development of future technologies for the National Airspace System (NAS) will be reliant on a new communications infrastructure capable of managing the limited available spectrum for communications among aircraft and ground systems. Emerging approaches to autonomous allocation of aviation spectrum mostlyrely on machine learning techniques, where 4D (longitude, latitude, altitude, time) trajectory prediction is an important data input to enable real-time resource allocation. This study explores and evaluates effective data sources and deep recurrent neural network techniques when determining flight trajectories. Specifically, data are collected and evaluated in a 100-day and 14-day period. Sources of data include NASA Sherlock Data Warehouse, MIT Lincoln Labs Corridor Integrated Weather Service (CIWS), and assorted NOAA weather datasets. Deep learning models for 4D predictions all utilize a hybrid-recurrent technique. A baseline model is considered via the convolutional-LSTM design from the existing literature. The modified design considers Gated Recurrent Units (GRU), Independently Recurrent Neural Networks (IndRNN), and stand-alone self-attention layers. Results indicatethe effectiveness of LSTM and GRUcells for state-of-the-art data processing (interpolation). Additionally, GRUs may be quickly trained with limited data, allowing for exacting improvements with optimizer selection. Attention mechanisms provide notable performance improvements to convolutional layers and may extend dimensional capabilities of a learning model. Finally, NOAA measurements provide only a supplemental value, requiring support from tailored measurements for Air Traffic Management.

Nathan Schimpf↗
NASA NTRS2015

Enhanced Flight Vision Systems Operational Feasibility Study Using Radar and Infrared Sensors

Approach and landing operations during periods of reduced visibility have plagued aircraft pilots since the beginning of aviation. Although techniques are currently available to mitigate some of the visibility conditions, these operations are still ultimately limited by the pilot's ability to "see" required visual landing references (e.g., markings and/or lights of threshold and touchdown zone) and require significant and costly ground infrastructure. Certified Enhanced Flight Vision Systems (EFVS) have shown promise to lift the obscuration veil. They allow the pilot to operate with enhanced vision, in lieu of natural vision, in the visual segment to enable equivalent visual operations (EVO). An aviation standards document was developed with industry and government consensus for using an EFVS for approach, landing, and rollout to a safe taxi speed in visibilities as low as 300 feet runway visual range (RVR). These new standards establish performance, integrity, availability, and safety requirements to operate in this regime without reliance on a pilot's or flight crew's natural vision by use of a fail-operational EFVS. A pilot-in-the-loop high-fidelity motion simulation study was conducted at NASA Langley Research Center to evaluate the operational feasibility, pilot workload, and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 feet RVR by use of vision system technologies on a head-up display (HUD) without need or reliance on natural vision. Twelve crews flew various landing and departure scenarios in 1800, 1000, 700, and 300 RVR. This paper details the non-normal results of the study including objective and subjective measures of performance and acceptability. The study validated the operational feasibility of approach and departure operations and success was independent of visibility conditions. Failures were handled within the lateral confines of the runway for all conditions tested. The fail-operational concept with pilot in the loop needs further study.

Etherington, Timothy J.↗
NASA NTRS2012

SURF IA Conflict Detection and Resolution Algorithm Evaluation

The Enhanced Traffic Situational Awareness on the Airport Surface with Indications and Alerts (SURF IA) algorithm was evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. SURF IA is designed to increase flight crew situation awareness of the runway environment and facilitate an appropriate and timely response to potential conflict situations. The purpose of the study was to evaluate the performance of the SURF IA algorithm under various runway scenarios, multiple levels of conflict detection and resolution (CD&R) system equipage, and various levels of horizontal position accuracy. This paper gives an overview of the SURF IA concept, simulation study, and results. Runway incursions are a serious aviation safety hazard. As such, the FAA is committed to reducing the severity, number, and rate of runway incursions by implementing a combination of guidance, education, outreach, training, technology, infrastructure, and risk identification and mitigation initiatives [1]. Progress has been made in reducing the number of serious incursions - from a high of 67 in Fiscal Year (FY) 2000 to 6 in FY2010. However, the rate of all incursions has risen steadily over recent years - from a rate of 12.3 incursions per million operations in FY2005 to a rate of 18.9 incursions per million operations in FY2010 [1, 2]. The National Transportation Safety Board (NTSB) also considers runway incursions to be a serious aviation safety hazard, listing runway incursion prevention as one of their most wanted transportation safety improvements [3]. The NTSB recommends that immediate warning of probable collisions/incursions be given directly to flight crews in the cockpit [4].

Jones, Denise R.↗
NASA NTRS2023

National Campaign Development Test Executive Summary

NASA’s vision for Advanced Air Mobility (AAM) is to provide safe, sustainable, accessible, and affordable aviation for transformational local and intraregional missions and includes the transportation of passengers and cargo as well as aerial work missions, such as infrastructure inspection or search and rescue operations. NASA’s technical expertise, intergovernmental relationships, and high level of public trust will help this technology come to market concurrent with infrastructure readiness, public acceptance, and constructive regulation. By advising and integrating disparate AAM efforts across the country and working collaboratively with the FAA, the National Campaign (NC) objective is to motivate industry progress and support the development of policy, regulatory, and technical standards in a manner that best ensures public safety and benefit to the American people. NC began with the Dry Run and Developmental Test (NC-DT), which served as a pathfinder for collaboration and direct involvement with industry partners in integrated simulation exercises and flight tests. NC-DT culminated with an acoustics-gathering flight test in September 2021 with industry partner Joby’s prototype S4 2.0 air vehicle, which delivered the first foundational baseline of noise levels present in Electric Vertical Takeoff and Landing (eVTOL) vehicles. Through the DT phase, the NC team built and tested the airspace and range infrastructure while assessing the readiness level of industry partners leading up to future NC events. The purpose of this paper is to provide an overview of NC-DT.

National Campaign↗
NASA NTRS2013

Feasibility of a Networked Air Traffic Infrastructure Validation Environment for Advanced NextGen Concepts

Abstract-Next Generation Air Transportation System (NextGen) applications reliant upon aircraft data links such as Automatic Dependent Surveillance-Broadcast (ADS-B) offer a sweeping modernization of the National Airspace System (NAS), but the aviation stakeholder community has not yet established a positive business case for equipage and message content standards remain in flux. It is necessary to transition promising Air Traffic Management (ATM) Concepts of Operations (ConOps) from simulation environments to full-scale flight tests in order to validate user benefits and solidify message standards. However, flight tests are prohibitively expensive and message standards for Commercial-off-the-Shelf (COTS) systems cannot support many advanced ConOps. It is therefore proposed to simulate future aircraft surveillance and communications equipage and employ an existing commercial data link to exchange data during dedicated flight tests. This capability, referred to as the Networked Air Traffic Infrastructure Validation Environment (NATIVE), would emulate aircraft data links such as ADS-B using in-flight Internet and easily-installed test equipment. By utilizing low-cost equipment that is easy to install and certify for testing, advanced ATM ConOps can be validated, message content standards can be solidified, and new standards can be established through full-scale flight trials without necessary or expensive equipage or extensive flight test preparation. This paper presents results of a feasibility study of the NATIVE concept. To determine requirements, six NATIVE design configurations were developed for two NASA ConOps that rely on ADS-B. The performance characteristics of three existing in-flight Internet services were investigated to determine whether performance is adequate to support the concept. Next, a study of requisite hardware and software was conducted to examine whether and how the NATIVE concept might be realized. Finally, to determine a business case, economic factors were evaluated and a preliminary cost-benefit analysis was performed.

McCormack, Michael J.↗
NASA NTRS2006

NASA Helps Design the 'Cockpit of the Future'

One of the initiatives at Langley involved the research and development of a Small Aircraft Transportation System Network (SATS-Net), which was the communications infrastructure for NASA s SATS program.The primary goal of SATS-Net was to develop secure virtual travel portals for the Nation s general aviation airports and to offer an alternative to commercial air and ground transportation through general aviation. The secondary goals were to increase mobility, reduce door-to- door travel times, and provide air transportation to underserved markets at an affordable cost. One of the specific plans was to create a network of information about the 2,000-plus non-tower, non-radar airports in the Nation. This information would be accessible from a person s home, office, PDA, or local airport. This network provides real-time information and would be a "one-stop shop" portal with dynamic access to real-time Web cameras for weather conditions, flight planning information, local lodging, restaurants, and attraction information. SATS-Net would provide membership services much like that of AAA.

Source record↗
NASA NTRSDate not supplied

Applications of Advanced Perception and Distributed Sensing Technology towards Autonomous Advanced Air Mobility Applications

Emerging concepts for Advanced Air Mobility (AAM) envisions responsive air transportation capabilities that can safely move people and cargo between places - including local, regional, intraregional, and urban - previously not served or underserved by aviation. Expanding traditional aviation services to these environments, particularly when autonomous operations are involved, face a number of challenges that will require advances beyond the state-of-the-art techniques for airborne sensing and perception, which goes beyond the limits of scalability and applicability of the current air transportation system infrastructure. Additionally, the emerging field of distributed sensing and ‘smart spaces’– where sensing, processing, communication, and actuation are embedded in the environment in which agents are acting and can be exploited by the agents through real-time wireless communication – may provide realistic near-time solutions to limitations imposed by traditional aviation techniques. This paper outlines the needs, challenges, and opportunities for advanced perception and distributed sensing techniques to meet the emerging needs for advanced AAM operations in the national airspace. A general roadmap for research, development, and maturation of perception and distributed sensing (P&DS) technologies is proposed to guide future development through verification, validation, certification into airborne systems. Through this analysis of challenges and the proposed roadmap for technology maturation, we hope to accelerate transition of advanced research techniques from other disciplines into this domain.

Autonomy↗
NASA NTRSDate not supplied

Update on Subsonic Single Aft Engine (SUSAN) Electrofan Trade Space Exploration

NASA is conducting an ongoing trade study analysis of the SUSAN Electrofan aircraft concept, which utilizes 20-MW-class electrified aircraft propulsion to enable propulsive, aerodynamic, and control benefits while retaining the range, speed, and size of typical narrow-body regional aircraft. The study is constrained by the ground rules of operating within the current airport and airspace infrastructure. This ongoing study seeks to find a configuration and combination of technologies that yield significant fuel burn and emissions benefits. Another key goal is to reduce cost per passenger mile. Currently, the study is focused on a configuration that utilizes jet A or sustainable aviation fuels, however, we plan to consider other fuel alternatives in the future. This paper describes the progress in defining the architecture of the aircraft, engine, power system, control system, and initial understandings of the sensitivity of the potential configurations to technology assumptions based on key performance parameters. Additionally, progress towards definition and refinement of driving operational, economic, infrastructure, certification, and technical requirements is discussed.

aircraft concept↗
NASA NTRSDate not supplied

Update on Subsonic Single Aft Engine (SUSAN) Electrofan Trade Space Exploration

NASA is conducting an ongoing trade study analysis of the SUSAN Electrofan aircraft concept, which utilizes 20-MW-class electrified aircraft propulsion to enable propulsive, aerodynamic, and control benefits while retaining the range, speed, and size of typical narrow-body regional aircraft. The study is constrained by the ground rules of operating within the current airport and airspace infrastructure. This ongoing study seeks to find a configuration and combination of technologies that yield significant fuel burn and emissions benefits. Another key goal is to reduce cost per passenger mile. Currently, the study is focused on a configuration that utilizes jet A or sustainable aviation fuels, however, we plan to consider other fuel alternatives in the future. This presentation describes the progress in defining the architecture of the aircraft, engine, power system, control system, and initial understandings of the sensitivity of the potential configurations to technology assumptions based on key performance parameters. Additionally, progress towards definition and refinement of driving operational, economic, infrastructure, certification, and technical requirements is discussed.

Ralph H. Jansen↗
NASA NTRS2023

An In-time Aviation Safety Management System (IASMS) Concept of Operations for Vertiport Design and Operations

The National Airspace System is foreseen to undergo revolutionary change with Urban Air Mobility (UAM) and its use of vertiports to transport passengers and cargo. To assure safety with UAM and more broadly with Advanced Air Mobility (AAM), the National Academies recommended an In-time Aviation Safety Management System (IASMS) that is extensible to the design and operation of vertiports. Vertiport designs will scale in several dimensions including physical size and infrastructure depending upon location and in the Services, Functions, and Capabilities required for assuring safety with increasingly complex vertiport designs and operations. These operations will be enabled by evolving technologies including electric vertical takeoff and landing (eVTOL) aircraft for passenger-and cargo-carrying commercial transportation. Within this construct, safety hazards and risk mitigations involving predictive data analytics and modeling will be used. Use cases and future challenges are examined to guide maturation of the IASMS ConOps for vertiports.

K Ellis↗
NASA NTRS2003

Industry Support

NASA Glenn Research Center (GRC) is responsible for the Advanced Communications for Air Traffic Management (AC/ATM) Project, a sub-element task of the Advanced Air Transportation Technologies (AATT) Project of the NASA Aviation System Capacity Program (ASC). The AC/ATM Project is developing new communications technologies and tools that will improve throughput in the U.S. Air Traffic Control System. The goal of the AC/ATM Project is to enable a communications infrastructure providing the capacity, efficiency, and flexibility necessary to realize benefits of the future mature Free-Flight environment. The capabilities and scope of communications technologies needed to accomplish this goal depend on characteristics of the future Free-Flight environment. There are many operational concepts being proposed for a future ATM system to enable user flexibility and efficiency. GRC s focus is on developing new technologies and techniques to support the digital communication of information involving airborne and ground-based users. However, the technologies and techniques must be integrated with the systems and services that industry and the Federal Aviation Administration (FAA) are developing. Thus, GRC needs to monitor and provide input to the various industry and FAA organizations and committees that are specifying new systems and services. Adoption of technologies by the FAA is partially dependent on acceptance of the technology by the aviation community. The commercial aviation community in particular would like to adopt technologies that can be used throughout the world. As a result, the adoption of common or at least compatible technologies by European countries is a key factor in getting commitments to those technologies by the US aviation community. GRC desires to keep informed of European activities that relate to aviation communication technologies, particularly those that are being supported by Eurocontrol.

Source record↗