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NASA NTRS2013

Crew Transportation Plan

achieving certification to transport NASA↗

NASA NTRS2015

ISS Crew Transportation and Services Requirements Document

Under the guidance of processes provided by Crew Transportation Plan (CCT-PLN-1100), this document with its sister documents, Crew Transportation Technical Management Processes (CCT-PLN-1120), Crew Transportation Technical Standards and Design Evaluation Criteria (CCT-STD-1140), and Crew Transportation Operations Standards (CCT-STD-1150), and International Space Station (ISS) to Commercial Orbital Transportation Services Interface Requirements Document (SSP 50808), provides the basis for a National Aeronautics and Space Administration (NASA) certification for services to the ISS for the Commercial Provider. When NASA Crew Transportation System (CTS) certification is achieved for ISS transportation, the Commercial Provider will be eligible to provide services to and from the ISS during the services phase of the NASA Commercial Crew Program (CCP).

Commercial Crew Program↗

NASA NTRS2013

Crew Transportation Technical Management Processes

Under the guidance of processes provided by Crew Transportation Plan (CCT-PLN-1100), this document, with its sister documents, International Space Station (ISS) Crew Transportation and Services Requirements Document (CCT-REQ-1130), Crew Transportation Technical Standards and Design Evaluation Criteria (CCT-STD-1140), Crew Transportation Operations Standards (CCT STD-1150), and ISS to Commercial Orbital Transportation Services Interface Requirements Document (SSP 50808), provides the basis for a National Aeronautics and Space Administration (NASA) certification for services to the ISS for the Commercial Provider. When NASA Crew Transportation System (CTS) certification is achieved for ISS transportation, the Commercial Provider will be eligible to provide services to and from the ISS during the services phase.

Summary of the technical management process↗

NASA NTRS2016

ISS Crew Transportation and Services Requirements Document

The ISS Crew Transportation and Services Requirements Document (CCT-REQ-1130) contains all technical, safety, and crew health medical requirements that are mandatory for achieving a Crew Transportation System Certification that will allow for International Space Station delivery and return of NASA crew and limited cargo. Previously approved on TN23183.

CCT-REQ-1130↗

NASA NTRS2017

ISS Crew Transportation and Services Requirements Document

Commercial Crew Program↗

NASA NTRS2009

An Analytical Assessment of NASA's N+1 Subsonic Fixed Wing Project Noise Goal

The Subsonic Fixed Wing Project of NASA's Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called 'N+1' aircraft - designated in NASA vernacular as such since they will follow the current, in-service, 'N' airplanes - are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are analytically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

Berton, Jeffrey J.↗

NASA NTRS2010

An Analytical Assessment of NASA's N(+)1 Subsonic Fixed Wing Project Noise Goal

The Subsonic Fixed Wing Project of NASA s Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called "N+1" aircraft--designated in NASA vernacular as such since they will follow the current, in-service, "N" airplanes--are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are empirically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

Berton, Jeffrey J.↗

NASA NTRS1965

A Simulator Study of Take-Off Characteristics of Proposed Supersonic Transports

Fixed-cockpit piloted simulator studies of delta-planform and variable-wing-sweep supersonic transport configurations are being conducted at the Ames Research Center to investigate the handling qualities and certification requirements related to the take-off maneuver. Validation of the simulation was achieved by duplicating the take-off certification program of a subsonic jet transport. Evaluation of the simulator was made by NASA pilots as well as company and FAA pilots involved in the actual certification flights of the airplane. The present paper is limited to a discussion of normal take-off, minimum control speed (ground), rotation characteristics, and initial climbout. Comparisons of the take-off characteristics are made between the supersonic transport and the current class of subsonic jet transports. Results indicate that minimum control speed (ground) characteristics are a function of thrust-weight ratio, the time provided for SST rotation should be at least as long as that for the subsonic jet transports, abused take-offs are more likely to result in tail scrapes, and climbout below the minimum drag speed requires that the pilot carefully monitor airspeed.

Jackson, Charles T., Jr.↗

NASA NTRS1992

NASA-ACEE/Boeing 737 graphite-epoxy horizontal stabilizer service

The 737 graphite-epoxy horizontal stabilizer was developed by Boeing as part of the NASA-ACEE (Aircraft Energy Efficiency) Advanced Composite Structures Program. NASA-ACEE programs challenged large-transport manufacturers to use graphite material in redesigning existing aircraft components. The goal of the program was to develop the necessary data and technology to achieve production commitments to advanced composites. Boeing designed, fabricated, and certified five shipsets of horizontal stabilizers for the 737-200 airframe. The program was initiated in July 1977 and certification was achieved in August 1982. Schedule highlights are shown. The work performed on this program is reported in NASA technical summaries and final reports. Boeing introduced the stabilizer into commercial operation in 1984, and has maintained surveillance for seven years of in-service evaluation. Outstanding performance was demonstrated with no service incidents attributed to the graphite-epoxy structure. Boeing will continue to monitor and support these aircraft, adding to the database of commercial composite experience.

Quinlivan, J. T.↗

NASA NTRSDate not supplied

Modified Epoxy Matrix Resins for Reduced Dependence on Redundant Fasteners in Secondary-Bonded Composite Structures

In structural bonds, the interface between adherend and adhesive is nearly two-dimensional making it susceptible to minute quantities of contamination that can lead to weak bonds. No methods currently exist to measure the strength of an adhesive bond nondestructively. For these reasons, regulating organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded, primary-structures to achieve certification for civil transport aircraft. To meet this requirement, manufacturers commonly install redundant fasteners (~105 fasteners in a twin-aisle airframe with composite fuselage and wings), which add tremendous complexity, time and cost, and significantly reduce performance of the airframe. Under NASA’s Convergent Aeronautics Solutions (CAS) Program, the Adhesive Free Bonding of Composites (AERoBOND) project is investigating reformulated aerospace epoxy matrix resins to enable reflow and diffusion of the resin at the interface during a secondary bonding/cure process. The mixing process eliminates the material discontinuity at the interface, thereby removing the dependence of bond performance on adhesion across a nearly two-dimensional boundary. The AERoBOND interface is similar to the interlaminar region formed during a co-cure process, so joint performance depends on the cohesive properties of the matrix resin, which can be measured, inspected non-destructively, and certified for flight with fewer redundant fasteners. This presentation describes the ongoing development of stoichiometrically-offset epoxy resins to control the degree of cure in composite joints and enable interfacial mixing during secondary bonding/curing. Details on the resin formulation, laminate fabrication, and mechanical testing will also be presented. The precracked mode-II fracture toughness measured from preliminary AERoBOND joints was similar for joints fabricated with conventional epoxy matrix materials.

thermoset, hardener, prepreg, assembly↗

NASA NTRS1986

A flight test challenge - Aeroassist for reuseable, space-based transportation

Attention is given to the challenges addressed by NASA in the development of reusable, space-based transportation systems which take advantage of aerobraking to achieve greater performance and overall efficiency. Aerobraking environmental factors associated with achieving higher energy reusable systems are outlined and the need for a coupled utilization of ground test capabilities and computational fluid dynamics (CFD) is demonstrated. It is concluded that the certification of CFD capability to provide the aerodynamic performance and aerothermodynamic environment for an aerobraking orbital transfer vehicle would be of major significance for the design and development of future flight systems.

Ried, Robert C.↗

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 NTRS2011

Human Spaceflight Safety for the Next Generation on Orbital Space Systems

The National Aeronautics and Space Administration (NASA) Commercial Crew Program (CCP) has been chartered to facilitate the development of a United States (U.S.) commercial crew space transportation capability with the goal of achieving safe, reliable, and cost effective access to and from low Earth orbit (LEO) and the International Space Station (ISS) as soon as possible. Once the capability is matured and is available to the Government and other customers, NASA expects to purchase commercial services to meet its ISS crew rotation and emergency return objectives. The primary role of the CCP is to enable and ensure safe human spaceflight and processes for the next generation of earth orbital space systems. The architecture of the Program delineates the process for investment performance in safe orbital systems, Crew Transportation System (CTS) certification, and CTS Flight Readiness. A series of six technical documents build up the architecture to address the top-level CTS requirements and standards. They include Design Reference Missions, with the near term focus on ISS crew services, Certification and Service Requirements, Technical Management Processes, and Technical and Operations Standards Evaluation Processes.

Mango, Edward J.↗

NASA NTRS2012

NASA's Space Launch System: A Flagship for Exploration Beyond Earth's Orbit

The National Aeronautics and Space Administration s (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is making progress toward delivering a new capability for exploration beyond Earth orbit in an austere economic climate. This fact drives the SLS team to find innovative solutions to the challenges of designing, developing, fielding, and operating the largest rocket in history. To arrive at the current SLS plan, government and industry experts carefully analyzed hundreds of architecture options and arrived at the one clear solution to stringent requirements for safety, affordability, and sustainability over the decades that the rocket will be in operation. This paper will explore ways to fit this major development within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017. It will explain the SLS Program s long-range plan to keep the budget within bounds, yet evolve the 70 metric ton (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through a competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface over 4 decades ago. Astronauts train for long-duration voyages on the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. NASA is refining its mission manifest, guided by U.S. Space Policy and the Global Exploration Roadmap. Launching the Orion Multi-Purpose Cargo Vehicle s first autonomous certification flight in 2017, followed by a crewed flight in 2021, the SLS will offer a robust way to transport international crews and the air, water, food, and equipment they need for extended trips to asteroids, Lagrange Points, and Mars. In addition, the SLS will accommodate high-priority science experiments. SLS affordability initiatives include streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture that continually benchmarks its performance against successful ventures. As this paper will explain, the SLS is making measurable progress toward becoming a global infrastructure asset for robotic and human scouts of all nations by harnessing business and technological innovations to deliver sustainable solutions for space exploration.

May, Todd↗

NASA NTRS2012

NASA's Space Launch System: A Flagship for Exploration Beyond Earth's Orbit

The National Aeronautics and Space Administration's (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is making progress toward delivering a new capability for exploration beyond Earth orbit in an austere economic climate. This fact drives the SLS team to find innovative solutions to the challenges of designing, developing, fielding, and operating the largest rocket in history. To arrive at the current SLS plan, government and industry experts carefully analyzed hundreds of architecture options and arrived at the one clear solution to stringent requirements for safety, affordability, and sustainability over the decades that the rocket will be in operation. This paper will explore ways to fit this major development within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017. It will explain the SLS Program s long-range plan to keep the budget within bounds, yet evolve the 70 metric ton (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through a competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface over 4 decades ago. Astronauts train for long-duration voyages on the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. NASA is refining its mission manifest, guided by U.S. Space Policy and the Global Exploration Roadmap. Launching the Orion Multi-Purpose Crew Vehicle s (MPCV s) first autonomous certification flight in 2017, followed by a crewed flight in 2021, the SLS will offer a robust way to transport international crews and the air, water, food, and equipment they need for extended trips to asteroids, Lagrange Points, and Mars. In addition, the SLS will accommodate high-priority science experiments. SLS affordability initiatives include streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture that continually benchmarks its performance against successful ventures. As this paper will explain, the SLS is making measurable progress toward becoming a global infrastructure asset for robotic and human scouts of all nations by harnessing business and technological innovations to deliver sustainable solutions for space exploration.

May, Todd A.↗

NASA NTRS1996

Definition of 1992 Technology Aircraft Noise Levels and the Methodology for Assessing Airplane Noise Impact of Component Noise Reduction Concepts

This report describes the methodology for assessing the impact of component noise reduction on total airplane system noise. The methodology is intended to be applied to the results of individual study elements of the NASA-Advanced Subsonic Technology (AST) Noise Reduction Program, which will address the development of noise reduction concepts for specific components. Program progress will be assessed in terms of noise reduction achieved, relative to baseline levels representative of 1992 technology airplane/engine design and performance. In this report, the 1992 technology reference levels are defined for assessment models based on four airplane sizes - an average business jet and three commercial transports: a small twin, a medium sized twin, and a large quad. Study results indicate that component changes defined as program final goals for nacelle treatment and engine/airframe source noise reduction would achieve from 6-7 EPNdB reduction of total airplane noise at FAR 36 Stage 3 noise certification conditions for all of the airplane noise assessment models.

Kumasaka, Henry A.↗

NASA NTRS2015

Who's Got the Bridge? - Towards Safe, Robust Autonomous Operations at NASA Langley's Autonomy Incubator

NASA aeronautics research has made decades of contributions to aviation. Both aircraft and air traffic management (ATM) systems in use today contain NASA-developed and NASA sponsored technologies that improve safety and efficiency. Recent innovations in robotics and autonomy for automobiles and unmanned systems point to a future with increased personal mobility and access to transportation, including aviation. Automation and autonomous operations will transform the way we move people and goods. Achieving this mobility will require safe, robust, reliable operations for both the vehicle and the airspace and challenges to this inevitable future are being addressed now in government labs, universities, and industry. These challenges are the focus of NASA Langley Research Center's Autonomy Incubator whose R&D portfolio includes mission planning, trajectory and path planning, object detection and avoidance, object classification, sensor fusion, controls, machine learning, computer vision, human-machine teaming, geo-containment, open architecture design and development, as well as the test and evaluation environment that will be critical to prove system reliability and support certification. Safe autonomous operations will be enabled via onboard sensing and perception systems in both data-rich and data-deprived environments. Applied autonomy will enable safety, efficiency and unprecedented mobility as people and goods take to the skies tomorrow just as we do on the road today.

Allen, B. Danette↗

NASA NTRS2008

Robustness Analysis and Reliable Flight Regime Estimation of an Integrated Resilent Control System for a Transport Aircraft

Formal robustness analysis of aircraft control upset prevention and recovery systems could play an important role in their validation and ultimate certification. As a part of the validation process, this paper describes an analysis method for determining a reliable flight regime in the flight envelope within which an integrated resilent control system can achieve the desired performance of tracking command signals and detecting additive faults in the presence of parameter uncertainty and unmodeled dynamics. To calculate a reliable flight regime, a structured singular value analysis method is applied to analyze the closed-loop system over the entire flight envelope. To use the structured singular value analysis method, a linear fractional transform (LFT) model of a transport aircraft longitudinal dynamics is developed over the flight envelope by using a preliminary LFT modeling software tool developed at the NASA Langley Research Center, which utilizes a matrix-based computational approach. The developed LFT model can capture original nonlinear dynamics over the flight envelope with the ! block which contains key varying parameters: angle of attack and velocity, and real parameter uncertainty: aerodynamic coefficient uncertainty and moment of inertia uncertainty. Using the developed LFT model and a formal robustness analysis method, a reliable flight regime is calculated for a transport aircraft closed-loop system.

Shin, Jong-Yeob↗