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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
NASA NTRS2019

Factors that Influence Community’s Acceptance of Noise: An Introduction for Urban Air Mobility

Noise has been identified as a major challenge to community acceptance of Urban Air Mobility Systems. The purpose of this paper is to assist designers, developers, and implementers in understanding the various factors–from the noise source itself to the conditions of the community–that influence how the community is likely to respond to the introduction of a new noise source. Particular consideration is given to the role of non-acoustical factors and suggestions are offered as to how future research could help advance the understanding of community acceptance of Urban Air Mobility and other emergent vehicle systems.

Connors, Mary M.↗
NASA NTRS2020

Advanced Air Mobility (AAM) Vertiport Automation Trade Study

The NASA Advanced Air Mobility (AAM) Vertiport Automation Trade Study seeks to understand the barriers to scaling AAM takeoff and landing facilities, described in this study as vertiplaces. This trade study provides an overview of AAM, vertiplaces, and insight into the gaps in capability, regulatory certainty, and knowledge needed to sufficiently manage the volume of expected traffic anticipated for vertiplaces. The study also outlines potential mitigations to those gaps based on research conducted by the project team and interviews with 23 individuals in government and industry. In this report, the elements that make up a vertiport are discussed. The study then defines a vertiplace and introduces a concept for vertiplace categorization based on capability. Capability gaps and mitigations to increasing scale and automation of vertiplaces are then discussed based around four cross-cutting themes the research of our project team found in the interviews and research: Technology, Physical Infrastructure, Policy, and Community Acceptance. The study then concludes by discussing topics requiring further research that were identified by interviewees.

Vertiport↗
NASA NTRS2016

Hybrid Electric Propulsion Technologies for Commercial Transports

NASA Aeronautics Research Mission Directorate has set strategic research thrusts to address the major drivers of aviation such as growth in demand for high-speed mobility, addressing global climate and capitalizing in the convergence of technological advances. Transitioning aviation to low carbon propulsion is one of the key strategic research thrust and drives the search for alternative and greener propulsion system for advanced aircraft configurations. This work requires multidisciplinary skills coming from multiple entities. The Hybrid Gas-Electric Subproject in the Advanced Air Transportation Project is energizing the transport class landscape by accepting the technical challenge of identifying and validating a transport class aircraft with net benefit from hybrid propulsion. This highly integrated aircraft of the future will only happen if airframe expertise from NASA Langley, modeling and simulation expertise from NASA Ames, propulsion expertise from NASA Glenn, and the flight research capabilities from NASA Armstrong are brought together to leverage the rich capabilities of U.S. Industry and Academia.

electric motor vehicles↗
NASA NTRS1995

High accuracy time transfer synchronization

In July 1994, the U.S. Naval Observatory (USNO) Time Service System Engineering Division conducted a field test to establish a baseline accuracy for two-way satellite time transfer synchronization. Three Hewlett-Packard model 5071 high performance cesium frequency standards were transported from the USNO in Washington, DC to Los Angeles, California in the USNO's mobile earth station. Two-Way Satellite Time Transfer links between the mobile earth station and the USNO were conducted each day of the trip, using the Naval Research Laboratory(NRL) designed spread spectrum modem, built by Allen Osborne Associates(AOA). A Motorola six channel GPS receiver was used to track the location and altitude of the mobile earth station and to provide coordinates for calculating Sagnac corrections for the two-way measurements, and relativistic corrections for the cesium clocks. This paper will discuss the trip, the measurement systems used and the results from the data collected. We will show the accuracy of using two-way satellite time transfer for synchronization and the performance of the three HP 5071 cesium clocks in an operational environment.

Wheeler, Paul J.↗
NASA NTRSDate not supplied

Usability Evaluation of Fleet Management Interface for High Density Vertiplex Environments

To meet the rising demand for an Advanced Air Mobility (i.e. urban and rural unmanned aircraft systems) ecosystem, NASA Aeronautics Research Mission Directorate (ARMD) is hosting a series of simulations and flight tests under the High Density Vertiplex sub-project (HDV). HDV aims to develop an integrated automation architecture to support terminal area flight operations. The HDV simulations and flight tests address safety, integration, and operational challenges, while integrated systems and software demonstrate design readiness, robustness, and interoperability. During the initial HDV simulation in 2021, a prototype traffic management tool developed by NASA called Fleet Management Interface (FMI) was tested. FMI was designed to introduce an advanced level of human-automation interaction to aid both Ground Control Station Operators (GCSOs) and Fleet Managers (FMs) in remotely managing flights under their ownership. In a human-in-the-loop simulation, a usability study was conducted with FMI to identify optimal approaches for displaying information for human operators using subjective measures of usability, workload, situation awareness, risk, and trust, along with qualitative feedback. This study consisted of task analysis in which GCSO and FM subjects used an Urban Air Mobility (UAM) environment to develop and execute a plan for two different traffic scenarios of remotely controlled vehicles. In each scenario, a controlled vehicle completed a takeoff, active flight, and landing sequence while automated traffic flew in the background at a rate of 20 operations per hour. In the first scenario, the controlled vehicle flew a nominal route with takeoff and landing at the same vertiport. In the second scenario, the controlled vehicle started on the nominal route, then diverted to an unplanned location mid-flight. Results showed that self-reported performance, usability, trust, and situation awareness ratings of FMI were moderately to strongly high. There were small differences between scenarios, with Scenario 2 being perceived as more unstable, complex, variable, risky, and potentially harmful than Scenario 1. Furthermore, participants described improvements that could be made to create a better user experience. For example, users would like greater configurability of the interface based on their personal information requirements, and they would like the opportunity to review routes before assigning them. The results from this study will inform future development of the FMI with the end goal of creating a reference automation tool for airspace management procedures in AAM. The FMI could be introduced as a potential way to reduce dependency on traditional air navigation services through increased automation in high density vertiplex environments.

vertiplex↗
NASA NTRS2013

Common Web Mapping and Mobile Device Framework for Display of NASA Real-time Data

Scientists have strategic goals to deliver their unique datasets and research to both collaborative partners and more broadly to the public. These datasets can have a significant impact locally and globally as has been shown by the success of the NASA Short‐term Prediction Research and Transition (SPoRT) Center and SERVIR programs at Marshall Space Flight Center. Each of these respective organizations provides near real‐time data at the best resolution possible to address concerns of the operational weather forecasting community (SPoRT) and to support environmental monitoring and disaster assessment (SERVIR). However, one of the biggest struggles to delivering the data to these and other Earth science community partners is formatting the product to fit into an end user's Decision Support System (DSS). The problem of delivering the data to the end‐user's DSS can be a significant impediment to transitioning research to operational environments especially for disaster response where the deliver time is critical. The decision makers, in addition to the DSS, need seamless access to these same datasets from a web browser or a mobile phone for support when they are away from their DSS or for personnel out in the field. A framework has been developed for MSFC Earth Science program that can be used to easily enable seamless delivery of scientific data to end users in multiple formats. The first format is an open geospatial format, Web Mapping Service (WMS), which is easily integrated into most DSSs. The second format is a web browser display, which can be embedded within any MSFC Science web page with just a few lines of web page coding. The third format is accessible in the form of iOS and Android native mobile applications that could be downloaded from an "app store". The framework developed has reduced the level of effort needed to bring new and existing NASA datasets to each of these end user platforms and help extend the reach of science data.

Burks, Jason E.↗
NASA NTRS2013

Common Web Mapping and Mobile Device Framework for Display of NASA Real-time Data

Scientists have strategic goals to deliver their unique datasets and research to both collaborative partners and more broadly to the public. These datasets can have a significant impact locally and globally as has been shown by the success of the NASA Short‐term Prediction Research and Transition (SPoRT) Center and SERVIR programs at Marshall Space Flight Center. Each of these respective organizations provides near real‐time data at the best resolution possible to address concerns of the operational weather forecasting community (SPoRT) and to support environmental monitoring and disaster assessment (SERVIR). However, one of the biggest struggles to delivering the data to these and other Earth science community partners is formatting the product to fit into an end user's Decision Support System (DSS). The problem of delivering the data to the end‐user's DSS can be a significant impediment to transitioning research to operational environments especially for disaster response where the deliver time is critical. The decision makers, in addition to the DSS, need seamless access to these same datasets from a web browser or a mobile phone for support when they are away from their DSS or for personnel out in the field. A framework has been developed for MSFC Earth Science program that can be used to easily enable seamless delivery of scientific data to end users in multiple formats. The first format is an open geospatial format, Web Mapping Service (WMS), which is easily integrated into most DSSs. The second format is a web browser display, which can be embedded within any MSFC Science web page with just a few lines of web page coding. The third format is accessible in the form of iOS and Android native mobile applications that could be downloaded from an "app store". The framework developed has reduced the level of effort needed to bring new and existing NASA datasets to each of these end user platforms and help extend the reach of science data.

Burks, Jason↗
NASA NTRS1981

AgRISTARS. Supporting research: MARS x-band scatterometer

The design, construction, and data collection procedures of the mobile agricultural radar sensor (MARS) x band scatterometer are described. This system is an inexpensive, highly mobile, truck mounted FM-CW radar operating at a center frequency of 10.2 GHz. The antennas, which allow for VV and VH polarizations, are configured in a side looking mode that allows for drive by data collection. This configuration shortens fieldwork time considerably while increasing statistical confidence in the data. Both internal calibration, via a delay line, and external calibration with a Luneberg lens are used to calibrate the instrument in terms of sigma(o). The radar scattering cross section per unit area, sigma(o), is found using the radar equation.

Ulaby, F. T.↗
NASA NTRS1989

Research in LMSS propagation

The Virginia Tech Satellite Communications Group has participated in the Land Mobile Satellite System (LMSS) program through JPL sponsorship since 1985. Involvement has mainly been in modeling and simulation of propagation characteristics and effects. Models developed to predict cummulative fade distributions for fading LMSS signals include LMSSMOD and the Simple Models which approximate LMSSMOD. Models to predict the mean and standard deviation of signal attenuation through roadside vegetation, namely the Average Path Model, were developed. In the area of simulation, efforts have centered around the development of a software simulator that uses data bases derived from experimental data to generate simulated data with arbitrary statistical behavior. This work has progressed to the development of an integrated analysis and simulation package, LIPS. The basic theory and results for the models and simulator have been previously documented in reports and papers. All LMSS activities are summarized and details of this year's efforts are given.

Barts, R. M.↗
NASA NTRS2004

Agent-Based Chemical Plume Tracing Using Fluid Dynamics

This paper presents a rigorous evaluation of a novel, distributed chemical plume tracing algorithm. The algorithm is a combination of the best aspects of the two most popular predecessors for this task. Furthermore, it is based on solid, formal principles from the field of fluid mechanics. The algorithm is applied by a network of mobile sensing agents (e.g., robots or micro-air vehicles) that sense the ambient fluid velocity and chemical concentration, and calculate derivatives. The algorithm drives the robotic network to the source of the toxic plume, where measures can be taken to disable the source emitter. This work is part of a much larger effort in research and development of a physics-based approach to developing networks of mobile sensing agents for monitoring, tracking, reporting and responding to hazardous conditions.

Zarzhitsky, Dimitri↗
NASA NTRSDate not supplied

FT-01: Autonomous Helicopter Flight Testing Over Long Island Sound Special Session - Hazard Perception and Avoidance Tech Area

This presentation is included as part of a panel reporting on the Integration of Automated Systems (IAS) flight test series. The IAS series concluded in October 2023 and was conducted under NASA’s Advanced Air Mobility project and in partnership with Sikorsky and the Defense Advanced Research Projects Agency (DARPA). The flight test effort included two crewed rotorcraft platforms. The first, a modified S-76B helicopter, served as the “ownship” for the duration of the flight test. The second vehicle, a modified S-70, served as the intruder aircraft. One Sikorsky pilot and one NASA test pilot was onboard each aircraft for every test point, with the NASA test pilot responsible for interacting with the research systems under test. This portion of the panel presentation focuses on the results of the flight test that assessed the Federal Aviation Administration’s (FAA) next-generation collision avoidance system, the Airborne Collision Avoidance System X for Rotorcraft (ACAS Xr). The two configurations available within ACAS Xr – the Collision Avoidance System (CAS) configuration and the Detect and Avoid (DAA) configuration – were flown with an onboard pilot under Visual Flight Rules in controlled airspace over the Long Island Sound (Connecticut, USA). A total of 33 flight test cards were flown with ACAS Xr active. Results showed that the ACAS Xr alerting and guidance was largely effective and rated positively by the NASA test pilots, exemplified by zero instances of the pilots overriding an ACAS Xr Resolution Advisory (RA). Key areas of improvement, however, were noted, particularly with regards to the lack of an aural alert indicating a need to accelerate when receiving an RA at low speed and the occurrence of multiple RAs that the pilots found to be unacceptable.

detect and avoid↗
NASA NTRSDate not supplied

Detect and Avoid and Collision Avoidance Flight Test Results with ACAS Xr

In October 2023, the National Aeronautics and Space Administration (NASA) completed its Integration of Automated Systems flight test series, conducted under NASA’s Advanced Air Mobility project and in partnership with Sikorsky and the Defense Advanced Research Projects Agency (DARPA). The flight test effort included two crewed rotorcraft platforms. The first, a modified S-76B helicopter, served as the “ownship” for the duration of the flight test. The second vehicle, a modified S-70, served as the intruder aircraft. One Sikorsky pilot and one NASA test pilot was onboard each aircraft for every test point, with the NASA test pilot responsible for interacting with the research systems under test. Approximately half of the flight test was devoted to assessing the Federal Aviation Administration’s (FAA) next-generation collision avoidance system, the Airborne Collision Avoidance System X for Rotorcraft (ACAS Xr). The two configurations available within ACAS Xr – the Collision Avoidance System (CAS) configuration and the Detect and Avoid (DAA) configuration – were flown with an onboard pilot under Visual Flight Rules in controlled airspace over the Long Island Sound (Connecticut, USA). A total of 33 flight test cards were flown with ACAS Xr active. The ownship was equipped with ACAS Xr and the intruder was equipped with Automatic Dependent Surveillance-Broadcast (ADS-B). The test points were blocked by ACAS Xr configuration, with individual encounters varying the ownship speed (90 knots or 20 knots), the intruder designation (en-route, terminal area, or structured airspace), and method of RA execution (automated or manually executed). Results showed that the ACAS Xr alerting and guidance was largely effective and rated positively by the NASA test pilots, exemplified by zero instances of the pilots overriding an ACAS Xr Resolution Advisory (RA). Key areas of improvement, however, were noted, particularly with regards to the lack of an aural alert indicating a need to accelerate when receiving an RA at low speed and the occurrence of multiple RAs that the pilots found to be unacceptable.

detect and avoid↗
NASA NTRSDate not supplied

Detect and Avoid and Collision Avoidance Flight Test Results with ACAS Xr

In October 2023, the National Aeronautics and Space Administration (NASA) completed its Integration of Automated Systems flight test series, conducted under NASA’s Advanced Air Mobility project and in partnership with Sikorsky and the Defense Advanced Research Projects Agency (DARPA). The flight test effort included two crewed rotorcraft platforms. The first, a modified S-76B helicopter, served as the “ownship” for the duration of the flight test. The second vehicle, a modified S-70, served as the intruder aircraft. One Sikorsky pilot and one NASA test pilot was onboard each aircraft for every test point, with the NASA test pilot responsible for interacting with the research systems under test. Approximately half of the flight test was devoted to assessing the Federal Aviation Administration’s (FAA) next-generation collision avoidance system, the Airborne Collision Avoidance System X for Rotorcraft (ACAS Xr). The two configurations available within ACAS Xr – the Collision Avoidance System (CAS) configuration and the Detect and Avoid (DAA) configuration – were flown with an onboard pilot under Visual Flight Rules in controlled airspace over the Long Island Sound (Connecticut, USA). A total of 33 flight test cards were flown with ACAS Xr active. The ownship was equipped with ACAS Xr and the intruder was equipped with Automatic Dependent Surveillance-Broadcast (ADS-B). The test points were blocked by ACAS Xr configuration, with individual encounters varying the ownship speed (90 knots or 20 knots), the intruder designation (en-route, terminal area, or structured airspace), and method of RA execution (automated or manually executed). Results showed that the ACAS Xr alerting and guidance was largely effective and rated positively by the NASA test pilots, exemplified by zero instances of the pilots overriding an ACAS Xr Resolution Advisory (RA). Key areas of improvement, however, were noted, particularly with regards to the lack of an aural alert indicating a need to accelerate when receiving an RA at low speed and the occurrence of multiple RAs that the pilots found to be unacceptable.

detect and avoid↗
NASA NTRSDate not supplied

Intelligent Change Detection System: Autonomous Intelligent Machine Agent Model Development

NASA’s significant role in facilitating the harmonious integration of unmanned aircraft systems (UAS), with other aerial vehicles operating in the National Airspace System (NAS), has revealed a need for more advanced technological tools than are being utilized currently. This technology would lend itself to significantly assisting Direct-Action Aviation Personnel (DAAP) with the ingress and egress of UAS operations within the NAS. Providing research findings that would reduce technical barriers, associated with UAS-NAS integration, has been a persistent effort by both NASA and the FAA. One such research effort, pursued by NASA’s Transformative Tools and Technologies – Revolutionary Aviation Mobility (T3-RAM) project, is the development of an autonomous intelligent machine (AIM) agent that would aid DAAP functioning as implemented in remote ground control stations (RGCS). This evolution of the “human-machine” symbiosis, within the aviation environment, is necessary for many reasons. For example, there are projections of large increases to the 864,000 registered UAS and 45,000 aviation operations taking place in the NAS each day. With a data output range from 1 to 20 terabytes per flight or each aerial vehicle, which is projected to have proportional rate increase to that of registered UASs. It is evident, that due to the projected increase of UASs and their generated data, the human-agent’s data managing capabilities will be quickly overwhelmed by the enormous amounts of data emanating in the NAS. The research efforts presented in this paper puts forward results from the development, assessment, and verification of a previously conceptualized AIM-Agent that combats actionable-data (information) errors resulting from the visual perception phenomenon known as “change blindness” (CB). CB has been identified as one of the main culprits of information erroring encountered within the ground control station operator (GCSO) community.

Change Blindness↗
NASA NTRSDate not supplied

A 3D Simulation Platform for Decentralized Decision-Making in Advanced Air Mobility

This paper presents a general purpose, plug-and-play simulation platform for the use of future aviation stakeholders, such as urban airspace planners, air vehicle operators, ground operation managers, air traffic controllers and aviation researchers. The presented simulator platform is envisioned to serve as a toolkit to visualize, evaluate, and configure future advanced air mobility (AAM) operations. Highlighting features of this toolkit include a modular architecture that allows multiple smart unmanned aerial systems (UASs) to remotely connect to the simulation server and participate in decentralized decision-making scenario simulations. As an example of the decentralized decision-making scenario, an inter-agent negotiation-based conflict resolution use case is considered in this paper, where the UASs leverage the on-board/on-the-edge artificial intelligence (AI) capability to continually build situational awareness, and use this information to predict future conflicts and resolve them through machine-to-machine negotiation. As such operations are non-existent at scale currently, the presented simulation platform offers a viable and cost-effective alternative for assessing the efficacy of AAM research outcomes and challenges in future shared airspace usage. The simulation platform allows plug-n-play connectivity with AI and non-AI compute modules representing individual UAS’s flight control. Each module can interact with the simulation platform independently to communicate current and desired future states, situational awareness, and conflict resolution utilization costs for inter-agent negotiation. The simulation environment orchestrates realistic operational scenarios with spatiotemporal details, dynamic events, tactical conflict-resolution methods, interfaces for customizing air traffic control parameters, and information exchange uncertainties. In the future, this can serve as a community focused cloud simulation platform, incorporating multi-stakeholder airspace constraints from regulatory, government, city, and local agencies.

Aditya N Das↗