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At least 19 records

Energy-Optimized Path Planning for Uas in Varying Winds Via Reinforcement Learning

In this paper we propose a reinforcement learning (RL) algorithm for path planning of Unmanned Aviation Vehicles (UAVs) under varying wind conditions. Solutions to UAV path planning problems are becoming increasingly necessary as autonomous UAVs continue to enter commercial and government spaces. Path-planning is inherently challenging, as UAVs need to account for dynamically changing flying conditions such as weather, obstacle or no-fly zones, degraded vehicle health, and off-nominal battery power consumption. Machine learning methods such as reinforcement learning (RL) have the potential to revolutionize how vehicles navigate in such uncertain environments. In this study, we compute UAV trajectories from a pre-determined starting position to a target cell within a 7X7 grid environment by optimizing parameters for mission assurance and safety limits in addition to the energy consumption and operation time. The UAV navigates the grid by taking actions to move in any of the eight cardinal and inter-cardinal directions, under constant thrust profile. The resultant UAV state is sampled from a probability distribution which accounts for the UAV’s action, local wind velocity, and the presence of obstacles or boundaries. As the unmanned airspace gets more complex due to multiple vehicles and environmental uncertainties, trade-offs between energy consumption, operation time, risk tolerance, and mission assurance need to be made. Our Markov Decision Process (MDP) environment model can capture any combination of these in the optimization objective, making it novel compared to other work in the field.

trajectory planning

Autonomous Planning and Replanning for Mine-Sweeping Unmanned Underwater Vehicles

This software generates high-quality plans for carrying out mine-sweeping activities under resource constraints. The autonomous planning and replanning system for unmanned underwater vehicles (UUVs) takes as input a set of prioritized mine-sweep regions, and a specification of available UUV resources including available battery energy, data storage, and time available for accomplishing the mission. Mine-sweep areas vary in location, size of area to be swept, and importance of the region. The planner also works with a model of the UUV, as well as a model of the power consumption of the vehicle when idle and when moving.

Gaines, Daniel M.

Probability of Obstacle Collision for UAVs in Presence of Wind

For incorporation of unmanned aerial vehicles into the National Airspace, ensuring safety of the airspace including the vehicles, people, and property on the ground is of utmost importance. One of the safety-critical factors for unmanned aviation flights is the risk of deviating from a planned trajectory resulting in a variety of hazards, including potential loss of separation between vehicle and obstacles or unexpected battery energy consumption. Off-nominal conditions introduced by component failures, degraded controllability and environmental disturbances such as wind gusts can lead to unacceptable unexpected deviations from the flight trajectory. It is essential to accurately model such effects on the flight trajectory while computing safety thresholds such as minimum separation from surrounding obstacles, available battery resource to complete the mission or determining delay in the expected time of arrival of flights. In this paper, a tool is presented based on Gaussian Process Regression for wind representation over a pre-defined trajectory for fast, yet approximated, in-time evaluation of possible trajectory deviations caused by wind gusts. The deviation in the planned trajectory caused by wind is further simulated utilizing a 6 degrees-of-freedom (DOF) UAV trajectory simulator comprising of a rotorcraft lumped-mass model with LQRI controller. Both steady-state wind and wind gust effects are investigated. The probability of collision with obstacle is computed and demonstrated on real flight data from experimental flights of an octocopter at NASA Langley Research Center in the presence of simulated obstacles and wind conditions. Effect of varying wind conditions and varying UAV airspeed is further demonstrated on experimental flights in the presence of wind measured by ground based weather service stations. The proposed approach would eventually benefit timely mitigation of current and future safety-critical events in autonomous systems by enabling risk-informed decision making.

Portia Banerjee

An Evaluation of Performance Metrics for High Efficiency Tube-and-Wing Aircraft Entering Service in 2030 to 2035

An analysis of basic vehicle characteristics required to meet the Fundamental Aeronautics Program s 70 percent energy consumption reduction goal for commercial airliners in the 2030 to 2035 timeframe was conducted. A total of 29 combinations of vehicle parasitic drag coefficient, vehicle induced drag coefficient, vehicle empty weight and engine Specific Fuel Consumption were used to create sized tube-and-wing vehicle models. The mission fuel burn for each of these sized vehicles was then compared to a baseline current technology vehicle. A response surface equation was generated of fuel burn reduction as a function of the four basic vehicle performance metrics, so that any values of the performance metrics up to a 50 percent reduction could be used to estimate fuel burn reduction of tube-and-wing aircraft for future studies.

Perkins, H. Douglas

Mission and Vehicle-Level Updates for the Parallel Electric-Gas Architecture with Synergistic Utilization Scheme (PEGASUS) Concept Aircraft

NASA created the PEGASUS concept with the goal of lowering mission energy (a surrogate for operating cost) compared to other regional aircraft by leveraging electrified aircraft propulsion (EAP). Since its inception, researchers have explored multiple facets of PEGASUS in varying fidelity but have not completed a rigorous, integrated design. The goal of this memorandum is to provide an updated design using recent studies and improved methods. This memorandum explores the initial vehicle concept and concept of operations, while considering ways to improve both the mission concept of operations and the integrated vehicle-level performance. Additionally, the design and analysis methodologies for EAP-enabled aircraft concepts are improved in several areas. This research incorporates new propulsion-airframe integration and wing weight surrogates to model the impacts of wingtip propulsors on the configuration. Detailed weight and balance calculations enable calculating dynamic stability and flight qualities within the conceptual design environment. Ultimately, the vehicle is optimized to reduce "well-to-wake" equivalent CO2, CO2e, rather than minimizing either fuel (or total energy) consumption or maximum takeoff weight. Using fuel/energy or takeoff weight leads to conflicting optima for hybrid-electric aircraft. Two aircraft are developed to provide points of comparison for PEGASUS: an advanced conventional turboprop vehicle and a hybrid-electric variant. The results show that the PEGASUS concept can reduce CO2e relative to the advanced turboprop or a hybrid-electric propulsion architecture, albeit with an increase in maximum takeoff weight. PEGASUS's maximum takeoff weight is 55% heavier than the advanced conventional turboprop but releases 18% less CO2e for a 400 nmi mission. Over the same mission, PEGASUS's maximum takeoff weight is 47% heavier than the comparator hybrid-electric vehicle but releases 12% less CO2e. This study shows that the PEGASUS configuration reduces CO2e through its use of wingtip propulsors and that its benefit is not solely a result of switching to a hybrid-electric propulsion architecture. PEGASUS achieves this reduction in CO2e while maintaining satisfactory Level 1 or 2 flight qualities for all of its longitudinal- and lateral-directional modes.

Hybrid-electric

Preliminary design data package, appendices C1 and C2

The HYBRID2 program which computes the fuel and energy consumption of a hybrid vehicle with a bi-modal control strategy over specified component driving cycles is described. Fuel and energy consumption are computed separately for the two modes of operation. The program also computes yearly average fuel and energy consumption using a composite driving cycle which varies as a function of daily travel. The modelling techniques are described, and subroutines and their functions are given. The composition of modern automobiles is discussed along with the energy required to manufacture an American automobile. The energy required to scrap and recycle automobiles is also discussed.

Source record

Continued Exploration of the Electrified Aircraft Propulsion Design Space

A previous electrified aircraft propulsion (EAP) design space exploration study was continued to investigate the impact of mission constraints, further explore the design space of different sized aircraft, and improve the modeling process. Three aircraft were investigated, 18- and 48-passenger turboprops, and a 78-passenger turbofan. Baseline aircraft models were inherited from the earlier study and were hybridized by applying EAP technologies. A parametric study varying motor power and battery specific energy was conducted. For the 78-passenger turbofan, design range was also introduced as a parametric parameter. Key metrics for the study included equivalent lifecycle CO2 emissions and direct operating cost plus interest. Both turboprop aircraft demonstrated significant potential savings in block fuel consumption and CO2 emissions, but at increased operating costs compared to their baseline models. As the 78-passenger turbofan had shown no improvements in any metrics under reasonable technology assumptions, design range was shortened in an attempt to obtain performance benefits. When designed for a shorter range, the 78-passenger EAP vehicle showed potential improvements in block fuel when compared to a baseline with a similarly shortened design range, but not in any other metrics. Operating cost reductions were not achieved for any aircraft, but several designs came close to breaking even with their baselines. Smaller, shorter range aircraft and turboprops demonstrated larger performance benefits and smaller operating cost penalties, but a simple trade of electric energy storage in batteries for fuel is generally insufficient to produce a viable aircraft concept.

Electrified Aircraft Propulsion

Advanced single permanent magnet axipolar ironless stator ac motor for electric passenger vehicles

A program was conducted to design and develop an advanced-concept motor specifically created for propulsion of electric vehicles with increased range, reduced energy consumption, and reduced life-cycle costs in comparison with conventional systems. The motor developed is a brushless, dc, rare-earth cobalt, permanent magnet, axial air gap inductor machine that uses an ironless stator. Air cooling is inherent provided by the centrifugal-fan action of the rotor poles. An extensive design phase was conducted, which included analysis of the system performance versus the SAE J227a(D) driving cycle. A proof-of-principle model was developed and tested, and a functional model was developed and tested. Full generator-level testing was conducted on the functional model, recording electromagnetic, thermal, aerodynamic, and acoustic noise data. The machine demonstrated 20.3 kW output at 1466 rad/s and 160 dc. The novel ironless stator demonstated the capability to continuously operate at peak current. The projected system performance based on the use of a transistor inverter is 23.6 kW output power at 1466 rad/s and 83.3 percent efficiency. Design areas of concern regarding electric vehicle applications include the inherently high windage loss and rotor inertia.

Beauchamp, E. D.

Whirl Flutter and the Development of the NASA X-57 Maxwell

The X-57 Maxwell is NASA’s all-electric demonstration vehicle. The primary demonstration objective of this flight test program is to show a factor of five reduction in energy consumption. The vehicle includes two large wing tip propellers designed to provide propul- sion at cruise conditions and twelve leading edge propellers designed to operate at high lift conditions. The first configuration of the vehicle that will be flight tested has the large wing tip propellers relocated to an inboard wing station. A simplified structural dynamic model of the propulsion system has been generated and coupled with a beam model of the vehicle. Whirl flutter analyses have been performed, examining the stability of the isolated propulsion system and coupled to the beam model of the vehicle. Trimmed flight scenarios for the vehicle include straight and level flight and zero power windmilling conditions. The whirl flutter analyses for this configuration indicate that the configuration will be free of whirl flutter within the required flight envelope.

Heeg, Jennifer

Performance Modeling of Urban Air Mobility Vehicles to Support Air Traffic Management Research

The recent emergence of Urban Air Mobility (UAM) vehicles has resulted in a need for flight performance models that enable comprehensive simulation-based research on air traffic management topics such as route structure, scheduling, and separation standards. Successful performance modeling methods exist for a wide range of traditional aircraft designs. However, comparable modeling methods appropriate for UAM vehicles that combine fixed-wing and rotorcraft performance have not yet been established. One challenge to progress has been the lack of available data capturing the performance characteristics and unique flight profiles of these aircraft. This paper describes methods used to generate the required performance data and the development of performance models for UAM vehicles. Included is a review of the energy and power equations often used in developing performance models for traditional aircraft as well as a discussion of their applicability to UAM vehicles. The challenge of generating realistic performance data in over-actuated vehicles transitioning from hover to cruise flight is also addressed through an approach based on objective function optimization. A table-based performance model format adapted to UAM configurations is described, as well as parametric models intended to accompany the performance table to allow detailed modeling of power and fuel consumption during accelerated flight, turning flight, or flight at an arbitrary climb or descent rate. A discussion of future work is also provided, including the need for refinement of UAM performance modeling methods and formats, especially in conjunction with improvements to aerodynamic modeling of vehicles with complex designs where strong interaction effects may dominate important regions of the flight envelope.

Performance Modeling

Performance Modeling of Urban Air Mobility Vehicles to Support Air Traffic Management Research

The recent emergence of Urban Air Mobility (UAM) vehicles has resulted in a need for flight performance models that enable comprehensive simulation-based research on air traffic management topics such as route structure, scheduling, and separation standards. Successful performance modeling methods exist for a wide range of traditional aircraft designs. However, comparable modeling methods appropriate for UAM vehicles that combine fixed-wing and rotorcraft performance have not yet been established. One challenge to progress has been the lack of available data capturing the performance characteristics and unique flight profiles of these aircraft. This paper describes methods used to generate the required performance data and the development of performance models for UAM vehicles. Included is a review of the energy and power equations often used in developing performance models for traditional aircraft as well as a discussion of their applicability to UAM vehicles. The challenge of generating realistic performance data in over-actuated vehicles transitioning from hover to cruise flight is also addressed through an approach based on objective function optimization. A table-based performance model format adapted to UAM configurations is described, as well as parametric models intended to accompany the performance table to allow detailed modeling of power and fuel consumption during accelerated flight, turning flight, or flight at an arbitrary climb or descent rate. A discussion of future work is also provided, including the need for refinement of UAM performance modeling methods and formats, especially in conjunction with improvements to aerodynamic modeling of vehicles with complex designs where strong interaction effects may dominate important regions of the flight envelope.

Performance Modeling

Hybrid vehicle assessment. Phase 1: Petroleum savings analysis

The results of a comprehensive analysis of near term electric hybrid vehicles are presented, with emphasis on their potential to save significant amounts of petroleum on a national scale in the 1990s. Performance requirements and expected annual usage patterns of these vehicles are first modeled. The projected U.S. fleet composition is estimated, and conceptual hybrid vehicle designs are conceived and analyzed for petroleum use when driven in the expected annual patterns. These petroleum consumption estimates are then compared to similar estimates for projected 1990 conventional vehicles having the same performance and driven in the same patterns. Results are presented in the form of three utility functions and comparisons of sevral conceptual designs are made. The Hybrid Vehicle (HV) design and assessment techniques are discussed and a general method is explained for selecting the optimum energy management strategy for any vehicle mission battery combination. Conclusions and recommendations are presented, and development recommendations are identified.

Levin, R.

Conceptual Feasibility Study of the Hyperloop Vehicle for Next-Generation Transport

The Hyperloop concept is proposed as a faster, cheaper alternative to high-speed rail and traditional short-haul aircraft. It consists of a passenger pod traveling through a tube under light vacuum while being propelled and levitated by a combination of permanent and electro-magnets. The concept addresses NASA's research thrusts for growth in demand, sustainability, and technology convergence for high-speed transport. Hyperloop is a radical departure from other advanced aviation concepts, however it remains an aeronautics concept that tackles the same strategic goals of low-carbon propulsion and ultra-effcient vehicles. System feasibility was investigated by building a multidisciplinary vehicle sizing model that takes into account aerodynamic, thermodynamic, structures, electromagnetic, weight, and mission analyses. The sizing process emphasized the strong coupling between the two largest systems: the tube and the passenger pod. The model was then exercised to examine Hyperloop from a technical and cost perspective. The structural sizing analysis of the travel tube demonstrates potential for signi cant capital cost reductions by considering an underwater route. Examination of varying passenger capacity indicates that the system can be operated with a wide range of passenger loads without significant change in operating expenses. Lastly, a high-level sizing study simulated variations in tube area, pressure, pod speed, and passenger capacity showing that there is a tube pressure that minimizes operating energy usage. The value of this optimal tube pressure is highly sensitive to numerous design details. These combined estimates of energy consumption, passenger throughput, and mission analyses all support Hyperloop as a faster and cheaper alternative to short-haul flights. The tools and expertise used to quantify these results also demonstrate how traditional aerospace design methods can be leveraged to handle the complex and coupled design process. Much of the technology development required for the Hyperloop is shared with next-generation aircraft. Furthermore, the substantial public interest and active commercial development make it an ideal candidate as an aircraft technology driver and test bed.

Hyperloop Vehicle

Low Mass Printable Devices for Energy Capture, Storage, and Use for Space Exploration Missions

The energy-efficient, environmentally friendly technology that will be presented is the result of a Space Act Agreement between -Technologies Worldwide, Inc., and the National Aeronautics and Space Administration s (NASA s) Marshall Space Flight Center (MSFC). This work combines semiconductor and printing technologies to advance lightweight electronic and photonic devices having excellent potential for commercial and exploration applications, and is an example of industry and government cooperation that leads to novel inventions. Device development involves three energy generation and consumption projects: 1) a low mass efficient (low power, low heat emission) micro light-emitting diode (LED) area lighting device; 2) a low-mass omni-directional efficient photovoltaic (PV) device with significantly improved energy capture; and 3) a new approach to building supercapacitors. These three technologies - energy capture, storage, and usage (e.g., lighting) - represent a systematic approach for building efficient local micro-grids that are commercially feasible; furthermore, these same technologies will be useful for lightweight power generation that enables inner planetary missions using smaller launch vehicles and facilitates surface operations. The PV device model is a two-sphere, light-trapped sheet approximately 2-mm thick. The model suggests a significant improvement over current thin film systems. All three components may be printed in line by printing sequential layers on a standard screen or flexographic direct impact press using the threedimensional printing technique (3DFM) patented by NthDegree. MSFC is testing the robustness of prototype devices in the harsh space and lunar surface environments, and available results will be reported. Unlike many traditional light sources, this device does not contain toxic compounds, and the LED component has passed stringent off-gassing tests required for potential manifesting on spacecraft such as the International Space Station. Future exploration missions will benefit from "green" technology lighting devices such as this, which show great promise for both terrestrial use and space missions.

Frazier, Donald O.

Low Mass Printable Devices for Energy Capture, Storage, and Use

The energy-efficient, environmentally friendly technology that will be presented is the result of a Space Act Agreement between NthDegree Technologies Worldwide, Inc., and the National Aeronautics and Space Administration's (NASA's) Marshall Space Flight Center (MSFC). The work combines semiconductor and printing technologies to advance lightweight electronic and photonic devices having excellent potential for commercial and exploration applications. Device development involves three projects that relate to energy generation and consumption: (1) a low-mass efficient (low power, low heat emission) micro light-emitting diode (LED) area lighting device; (2) a low-mass omni-directional efficient photovoltaic (PV) device with significantly improved energy capture; and (3) a new approach to building super-capacitors. These three technologies, energy capture, storage, and usage (e.g., lighting), represent a systematic approach for building efficient local micro-grids that are commercially feasible; furthermore, these same technologies, appropriately replacing lighting with lightweight power generation, will be useful for enabling inner planetary missions using smaller launch vehicles and to facilitate surface operations during lunar and planetary surface missions. The PV device model is a two sphere, light trapped sheet approximately 2-mm thick. The model suggests a significant improvement over current thin film systems. For lighting applications, all three technology components are printable in-line by printing sequential layers on a standard screen or flexographic direct impact press using the three-dimensional printing technique (3DFM) patented by NthDegree. One primary contribution to this work in the near term by the MSFC is to test the robustness of prototype devices in the harsh environments that prevail in space and on the lunar surface. It is anticipated that this composite device, of which the lighting component has passed off-gassing testing, will function appropriately in such environments consistent with NASA s exploration missions. Advanced technologies such as this show promise for both space flight and terrestrial applications.

Frazier, Donald O.

Impact of Thermochromic Coatings on Thermal Management for Human Spacecraft Applications

Thermochromic variable emittance coatings (VECs) allow for passive, dynamic thermal management of space vehicles due to their temperature dependent optical properties. Ideally, a thermochromic material should exhibit low mid-IR emissivity for lower temperatures and switch to high mid-IR emissivity for higher temperatures; one promising material that demonstrates these characteristics is Lanthanum Strontium Manganite (LSM). The transition temperatures of LSM are dependent on the Lanthanum-to-Strontium ratio x, La1-xSrxMnO3. La0.8Sr0.2MnO3, which has an emittance of 0.5 for < 270 K, then a linear increase in emittance to 0.8 over an increase of 70 K where it will saturate at ~340K, is commonly utilized but this is tunable by changing the Sr concentration. The tunability of the transition temperature range of LSM motivates a need to understand the optimal thermal transition range for human spacecraft. Additionally, LSM has high solar absorptance and to combat this issue the VEC will be micropatterned on top of a highly solar reflective layer of Barium Sulfate (BaSO4). Consequently, this work will elucidate the tradeoffs between solar absorptance and variable emittance for this technology since the micropattern adversely couples the solar absorptance to the mid-IR emittance. This work develops a computational model using Thermal Desktop to study the utility of VECs on human spacecraft, such as Orion, subjected to mission phases such as lunar transit and Gateway docking. The model considers both external heat loads, from solar irradiation and planetary IR, as well as vehicle heat loads, from avionics and crew, as an input into the body mounted thermochromic radiators. There are several design targets for VECs, i.e. achieving the largest change in emittance, finding the optimal temperature range for the transition, and achieving the highest emittance in the high temperature phase. This work prioritizes these design targets for LSM to achieve the optimal heat rejection for a human spacecraft. The VECs are compared with static emittance coatings and the efficiency gains are quantified. Thermochromic VECs will ultimately lead to simplifications of active cooling systems which synergistically correlates to mass reduction and less energy consumption for space vehicles.

Joseph Peoples

Sensitivity of Mission Energy Consumption to Turboelectric Distributed Propulsion Design Assumptions on the N3-X Hybrid Wing Body Aircraft

In a previous study by the authors it was shown that the N3-X, a 300 passenger hybrid wing body (HWB) aircraft with a turboelectric distributed propulsion (TeDP) system, was able to meet the NASA Subsonic Fixed Wing (SFW) project goal for N+3 generation aircraft of at least a 60% reduction in total energy consumption as compared to the best in class current generation aircraft. This previous study combined technology assumptions that represented the highest anticipated values that could be matured to technology readiness level (TRL) 4-6 by 2030. This paper presents the results of a sensitivity analysis of the total mission energy consumption to reductions in each key technology assumption. Of the parameters examined, the mission total energy consumption was most sensitive to changes to total pressure loss in the propulsor inlet. The baseline inlet internal pressure loss is assumed to be an optimistic 0.5%. An inlet pressure loss of 3% increases the total energy consumption 9%. However changes to reduce inlet pressure loss can result in additional distortion to the fan which can reduce fan efficiency or vice versa. It is very important that the inlet and fan be analyzed and optimized as a single unit. The turboshaft hot section is assumed to be made of ceramic matrix composite (CMC) with a 3000 F maximum material temperature. Reducing the maximum material temperature to 2700 F increases the mission energy consumption by only 1.5%. Thus achieving a 3000 F temperature in CMCs is important but not central to achieving the energy consumption objective of the N3-X/TeDP. A key parameter in the efficiency of superconducting motors and generators is the size of the superconducting filaments in the stator. The size of the superconducting filaments in the baseline model is assumed to be 10 microns. A 40 micron filament, which represents current technology, results in a 200% increase in AC losses in the motor and generator stators. This analysis shows that for a system with 40 micron filaments the higher stator losses plus the added weight and power of larger cryocoolers results in a 4% increase in mission energy consumption. If liquid hydrogen is used to cool the superconductors the 40 micron fibers results in a 200% increase in hydrogen required for cooling. Each pound of hydrogen used as fuel displaces 3 pounds of jet fuel. For the N3-X on the reference mission the additional hydrogen due to the increase stator losses reduces the total fuel weight 10%. The lighter fuel load and attendant vehicle resizing reduces the total energy consumption more than the higher stator losses increase it. As a result with hydrogen cooling there is a slight reduction in mission energy consumption with increasing stator losses. This counter intuitive result highlights the need to consider the full system impact of changes rather than just at the component or subsystem level.

Felder, James L.

Exploration of Backscatter Methods for Wireless Avionics

This report describes and characterizes the low-power Jeeva Passive Radio systems, including Wanscatter (passive Chirp Spread Spectrum) and Passive Wi-Fi, with respect to their applicability to wireless avionics. The Wireless Avionics Intra-Communications (WAIC) objectives document, ITU-R M.2197, describes a number of applications of wireless avionics, and lists requirements specifications for each. Additionally, it describes models for compartments and areas of aircraft or vehicles in which wireless avionics would be applied. This exploratory study attempts to map Jeeva's Passive Radio technology to those scenarios outlined in the ITU-R M.2197 operational objectives document, and determine the areas and applications for which it is most suitable. Jeeva Passive Radio operates differently than conventional radios. In a conventional radio, a sensor-connected radio node must actively emit a signal in order to communicate. In a Jeeva Passive Radio system, that node instead simply reflects radio frequency energy which is emitted by another nearby device (called the Companion), which can be "plugged in" or otherwise has access to more power. Using reflections, a data packet can be generated and interpreted by a standard receiver. This method of communication inherently uses less energy, resulting in the potential for far lower power consumption and thus far longer battery life. Overall, 68.4% of use cases described by the ITU-R M.2197 operational objectives document were found to be addressable by Jeeva's Passive Radio systems (26 addressable of 38 total), with 26 of those best addressable by Wanscatter and three found to be best addressable with passive Wi-Fi. See Section 4.2 for a detailed breakdown of application suitability. The most fitting types of applications were in the LI (Low-rate Indoors) and LO (Low-rate Outdoors) categories, where lower rates were acceptable and thus Wanscatter could be applied and its much better uplink sensitivity leveraged. Jeeva has identified the Wanscatter (Chirp Spread Spectrum) system as likely holding the most promise for applications such as those outlined in the ITU-R M.2197 operational objectives document. We recommend that Wanscatter be a technology considered for adoption in wireless avionics.

Backscatter