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All sourcesNASA NTRSDOE OSTI
NASA NTRS2016

Parametric Investigation of the Effect of Hub Pitching Moment on Blade Vortex Interaction (BVI) Noise of an Isolated Rotor

At the most fundamental level, main rotor loading noise is caused by the harmonically-varying aerodynamic loads (acoustic pressures) exerted by the rotating blades on the air. Rotorcraft main rotor noise is therefore, in principle, a function of rotor control inputs, and thus the forces and moments required to achieve steady, or "trim", flight equilibrium. In certain flight conditions, the ensuing aerodynamic loading on the rotor(s) can result in highly obtrusive harmonic noise. The effect of the propulsive force, or X-force, on Blade-Vortex Interaction (BVI) noise is well documented. This paper presents an acoustics parametric sensitivity analysis of the effect of varying rotor aerodynamic pitch hub trim moments on BVI noise radiated by an S-70 helicopter main rotor. Results show that changing the hub pitching moment for an isolated rotor, trimmed in nominal 80 knot, 6 and 12 deg descent, flight conditions, alters the miss distance between the blades and the vortex in ways that have varied and noticeable effects on the BVI radiated-noise directionality. Peak BVI noise level is however not significantly altered. The application of hub pitching moment allows the attitude of the fuselage to be controlled; for example, to compensate for the uncomfortable change in fuselage pitch attitude introduced by a fuselage-mounted X-force controller.

Parametric Investigation↗
NASA NTRS2016

Analysis of Low-Speed Stall Aerodynamics of a Swept Wing with Seamless Flaps

Computational fluid dynamics (CFD) analysis was conducted to study the low-speed stall aerodynamics of a Gulfstream G-III airplane (Gulfstream Aerospace Corporation, Savannah, Georgia) swept wing modified with an experimental seamless, compliant flap called the Adaptive Compliant Trailing Edge (ACTE) flap. The stall characteristics of the modified ACTE wing were analyzed and compared with the unmodified, clean wing at the flight speed of 120 knots and altitude of 2300 feet above mean sea level, in free air as well as in ground effect. A polyhedral finite-volume unstructured full Navier-Stokes CFD code, STAR-CCM (registered trademark) plus (CD-adapco [Computational Dynamics Limited, United Kingdom, and Analysis & Design Application Co., United States]), was used. Steady Reynolds-averaged Navier-Stokes CFD simulations were conducted for a clean wing and the ACTE wings at various ACTE deflection angles in free air (-2 degrees, 15 degrees, and 30 degrees) as well as in ground effect (15 degrees and 30 degrees). Solution sensitivities to grid densities were examined. In free air, the ACTE wings are predicted to stall at lower angles of attack than the clean wing. In ground effect, all wings are predicted to stall at lower angles of attack than the corresponding wings in free air. Even though the lift curves are higher in ground effect than in free air, the maximum lift coefficients for all wings are lower in ground effect. Finally, the lift increase due to ground effect for the ACTE wing is predicted to be less than the clean wing.

CFD↗
NASA NTRS2016

Additional Results of Glaze Icing Scaling in SLD Conditions

New guidance of acceptable means of compliance with the super-cooled large drops (SLD) conditions has been issued by the U.S. Department of Transportation's Federal Aviation Administration (FAA) in its Advisory Circular AC 25-28 in November 2014. The Part 25, Appendix O is developed to define a representative icing environment for super-cooled large drops. Super-cooled large drops, which include freezing drizzle and freezing rain conditions, are not included in Appendix C. This paper reports results from recent glaze icing scaling tests conducted in NASA Glenn Icing Research Tunnel (IRT) to evaluate how well the scaling methods recommended for Appendix C conditions might apply to SLD conditions. The models were straight NACA 0012 wing sections. The reference model had a chord of 72 inches and the scale model had a chord of 21 inches. Reference tests were run with airspeeds of 100 and 130.3 knots and with MVD's of 85 and 170 microns. Two scaling methods were considered. One was based on the modified Ruff method with scale velocity found by matching the Weber number W (sub eL). The other was proposed and developed by Feo specifically for strong glaze icing conditions, in which the scale liquid water content and velocity were found by matching reference and scale values of the non-dimensional water-film thickness expression and the film Weber number W (sub ef). All tests were conducted at 0 degrees angle of arrival. Results will be presented for stagnation freezing fractions of 0.2 and 0.3. For non-dimensional reference and scale ice shape comparison, a new post-scanning ice shape digitization procedure was developed for extracting 2-dimensional ice shape profiles at any selected span-wise location from the high fidelity 3-dimensional scanned ice shapes obtained in the IRT.

Icing↗
NASA NTRS2016

Spatially Resolved Galactic Wind in Lensed Galaxy RCSGA 032727-132609

We probe the spatial distribution of outflowing gas along four lines of sight separated by up to 6 kpc in a gravitationally lensed star-forming galaxy at z = 1.70. Using Mg II and Fe II emission and absorption as tracers, we find that the clumps of star formation are driving galactic outflows with velocities of − 170 to − 250 km/s. The velocities of Mg II emission are redshifted with respect to the systemic velocities of the galaxy, consistent with being backscattered. By contrast, the Fe II fluorescent emission lines are either slightly blueshifted or at the systemic velocity of the galaxy. Taken together, the velocity structure of the Mg II and Fe II emission is consistent with arising through scattering in galactic winds. Assuming a thin shell geometry for the outflowing gas, the estimated masses carried out by these outflows are large (approx 30-50 M/yr), with mass loading factors several times the star formation rate. Almost 20 per cent to 50 per cent of the blueshifted absorption probably escapes the gravitational potential of the galaxy. In this galaxy, the outflow is 'locally sourced', that is, the properties of the outflow in each line of sight are dominated by the properties of the nearest clump of star formation; the wind is not global to the galaxy. The mass outflow rates and the momentum flux carried out by outflows in individual star-forming knots of this object are comparable to that of starburst galaxies in the local Universe.

Bordoloi, Rongmon↗
NASA NTRS2017

Parametric Investigation on the Use of Lateral and Logitudinal Rotor Trim Flapping for Tiltrotor Noise Reduction

This paper presents an acoustics parametric study of the effect of varying lateral and longitudinal rotor trim flapping angles (tip-path-plane tilt) on noise radiated by an isolated 26-ft diameter proprotor, similar to that of the AW609 tiltrotor, in edgewise flight. Three tip-path-plane angle of attack operating conditions of -9, 0 and 6 deg, at 80 knots, were investigated. Results showed that: 1) minimum noise was attained for the tip-path-plane angle of attack value of -9 deg, and 2) changing the cyclic trim state (i.e., controls) altered the airloads and produced noticeable changes to the low-frequency (LF) and blade-vortex interaction (BVI) radiated-noise magnitude and directionality. In particular, by trimming the rotor to a positive (inboard) lateral flapping angle of 4 deg, further reductions up to 3 dB in the low-frequency noise sound pressure level were attained without significantly impacting the BVI noise for longitudinal tip-path-plane angles of -9 and 6 deg.

Noise Reduction↗
NASA NTRS2017

Whirl Flutter Stability and Its Influence on the Design of the Distributed Electric Propeller Aircraft X- 57

This paper studies the whirl flutter stability of the NASA experimental electric propulsion aircraft designated the X-57 Maxwell. whirl flutter stability is studied at two flight conditions: sea level at 2700 RPM to represent take-off and landing and 8000 feet at 2250 RPM to represent cruise. Two multibody dynamics analyses are used: CAMRAD II and Dymore. The CAMRAD II model is a semi-span X-57 model with a modal representation for the wing/pylon system. The Dymore model is a semi-span wing with a propeller composed of beam elements for the wing/pylon system that airloads can be applied to. The two multibody dynamics analyses were verified by comparing structural properties between each other and the NASTRAN analysis. For whirl flutter, three design revisions of the wing and pylon mount system are studied. The predicted frequencies and damping ratio of the wing modes show good agreements between the two analyses. Dymore tended to predict a slightly lower damping ratio as velocity increased for all three dynamic modes presented. Whirl flutter for the semi-span model was not present up to 500 knots for the latest design, well above the operating range of the X-57.

Hoover, Christian B.↗
NASA NTRS2018

Development and Initial Testing of the Tiltrotor Test Rig

The NASA Tiltrotor Test Rig (TTR) is a new, large-scale proprotor test system, developed jointly with the U.S. Army and Air Force, to develop a new, large-scale proprotor test system for the National Full-Scale Aerodynamics Complex (NFAC). The TTR is designed to test advanced proprotors up to 26 feet in diameter at speeds up to 300 knots, and even larger rotors at lower airspeeds. This combination of size and speed is unprecedented and is necessary for research into 21st-century tiltrotors and other advanced rotorcraft concepts. The TTR will provide critical data for validation of state-of-the-art design and analysis tools.

Proprotor↗
NASA NTRS2018

An Investigation of Glaciated Cloud Capabilities in the NASA Glenn Icing Research Tunnel

In 2015 the FAA added Appendix D to Part 33 engine certification requirements that included Mixed Phase and Ice Crystal Icing to aircraft engine certification. Replicating the ice crystal environment that is seen in nature has proven to be a challenge, which multiple engine ground testing facilities and icing wind tunnels have achieved to varying degrees. The Icing Research Tunnel (IRT) at NASA Glenn has always been focused on super-cooled liquid water to produce FAA Part 23 and Part 25 regulations, targeting Appendix C and lately also Appendix O. However, due to a growing interest in the field of ice crystals and the high cost of operating engine icing facilities, the IRT staff have recently completed testing using the Multi-Element Sensor (also known as the multi-wire) to measure glaciated cloud conditions. Results indicate that turning off the heat to the nozzle air and water supply can create a stable, fully glaciated cloud in the test section for a small range of conditions: drop-size distribution values below 20 microns (median volumetric diameter), air temperatures as warm as -7 deg C, and airspeeds between 100 and 250 knots. These tests also revealed how varying the total temperature, airspeed, nozzle air pressure, and nozzle water pressure affect the glaciation of the IRT cloud.

ice water content↗
NASA NTRS2018

Further Evaluation of Swept Wing Icing Scaling with Maximum Combined Cross Section Ice Shape Profiles

This study reports results from recent icing scaling tests conducted in the NASA Glenn Icing Research Tunnel (IRT) using recommended scaling methods that were developed for swept wing icing applications. The aluminum test articles used in this study were NACA 0012 Adjustable Sweep Airfoil Models. The reference and scale airfoils have a 36 inch and 15 inch chord measured normal to the leading edge, and a 60 inch and 24 inch span respectively. Reference tests were run with airspeeds of 100, 140.3 and 150 knot and MVD of 41.4, 44.4, 93 and 150 micron. All tests were set at 0⁰ angle of attack (AOA) and 30⁰ sweep angle. Results will be presented for stagnation freezing fractions ranging from 0.3 to 1.0. For non-dimensional reference & scale ice shape comparison, a new post-scanning ice shape digitization procedure was applied to extract 2-D "hand-tracing like" ice shape profiles, i.e. the Maximum Combined Cross Section or MCCS, at selected span-wise locations from the high fidelity 3-D scanned ice shapes obtained in the IRT. Preliminary assessment of ice shape comparison with MCCS showed that good scaling was achieved for the test conditions by using the recommended scaling methods developed for swept wing icing.

MCCS↗
NASA NTRS2015

SMART Rotor Wind Tunnel Test Report

The Boeing Company, Mesa Arizona, has been developing smart material actuated rotor technology (SMART) under in-house, DARPA (Defense Advanced Research Projects Agency), NASA and Army funding. A whirl tower test of the SMART active flap rotor system was successfully conducted at the remote test facility (RTF) in Mesa, Arizona, in 2003. Under DARPA and NASA funding, the SMART rotor system was tested in the NASA Ames National Full Scale Aerodynamic Complex (NFAC) 40- by 80-Foot Wind Tunnel in 2008. The DARPA program objectives were to demonstrate the active flap impact on rotor acoustics in forward flight and establish a validation database for noise prediction tools. Under NASA funding, additional wind tunnel tests were conducted, with the objective to demonstrate and quantify vibration, noise, and performance improvements.Wind tunnel testing was successfully and safely concluded, meeting all high priority objectives. The authority, effectiveness, and reliability of the flap actuation system were demonstrated in 65 hours of testing at up to 155 knots and 7,700 pound thrust. Validation data was successfully acquired for four test conditions; blade loads were too high for the high speed condition. The effectiveness of the flap for noise and vibration control was demonstrated conclusively, with results showing significant reductions in BVI (Blade-Vortex Interaction) and in-plane noise as well as vibratory hub loads. The impact of the flap on control power and rotor smoothing was also demonstrated. Data evaluating any benefits in aerodynamic performance and impact on flight controls were acquired, but will need more detailed evaluation. Both open loop control and closed loop feedback control, using continuous time and higher harmonic controllers, were applied.The purpose of the Test Report is to provide a comprehensive document that describes the preparation for and conduct of the wind tunnel test and summarizes the processing and evaluation of wind tunnel test data for the DARPA and the NASA portion of the test. An overview of the wind tunnel test and results can be found in Reference 1. Details on the testing and results for BVI noise, in-plane noise, and vibrations can be found in References 2-4, respectively. These references are four papers, presented at the American Helicopter Society Annual Forum in 2009. A brief description of the delivered electronic data is provided in Reference 5.

Rotor↗
NASA NTRS2018

The Crab Nebula and Its Mysteries: Some Facts and Puzzles

We discuss and summarize five results that we and various colleagues have produced over the last few years in the study of the wonderful, yet enigmatic, Crab Nebula and its pulsar. The results, in turn, have to do with the geometry inferred from Chandra X-ray observations, the surprising results of pulse phase polarimetry at 1.4 GHz, the search for an X-ray location of the gamma-ray flares for which we have Agile and Fermi to thank, and seeing if the optical and infrared inner knot might be the location of these flares.

Crab Nebula↗
NASA NTRS2018

Expansion and Age of the X-Ray Synchrotron-Dominated Supernova Remnant G330.2+1.0

We report new Chandra observations of one of the few Galactic supernova remnants whose X-ray spectrum is dominated by nonthermal synchrotron radiation, G330.2+1.0. We find that between 2006 and 2017, some parts of the shell have expanded by about 1%, giving a free-expansion (undecelerated) age of about 1000 yr, and implying shock velocities there of 9000 km/s for a distance of 5 kpc. Somewhat slower expansion is seen elsewhere around the remnant periphery, in particular in compact knots. Because some deceleration must have taken place, we infer that G330.2+1.0 is less than about 1000 yr old. Thus, G330.2+1.0 is one of only four Galactic core-collapse remnants of the last millennium. The large size, low brightness, and young age require a very low ambient density, suggesting expansion in a stellar-wind bubble. We suggest that in the east, where some thermal emission is seen and expansion velocities are much slower, the shock has reached the edge of the cavity. The high shock velocities can easily accelerate relativistic electrons to X-ray-emitting energies. A few small regions show highly significant brightness changes by 10%–20%, both brightening and fading, a phenomenon previously observed in only two supernova remnants, indicating strong and/or turbulent magnetic fields.

Borkowski, Kazimierz J.↗
NASA NTRS2019

Correlation of Full-Scale Isolated Proprotor Performance and Loads

A full-scale isolated proprotor test is currently being conducted in the USAF National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Foot Wind Tunnel at NASA Ames. The test article is a 3-bladed research rotor derived from the right-hand rotor of the AW609; this rotor was manufactured by Bell Helicopter under contract to NASA. In this paper, this research rotor is referred to as "699". The test, nearly completed, is an integral part of the initial checkout test of the newly developed Tiltrotor Test Rig (TTR), whose purpose is to test advanced, full-scale proprotors in the NFAC. Figure 1 shows the TTR/699 installed in the 40- by 80-Foot test section. The TTR rotor axis is horizontal and the rig rotates in yaw on the wind tunnel turntable for conversion (transition) and helicopter mode testing. To date, a substantial amount of wind tunnel test data has already been acquired. The completed operational conditions include hover, airplane mode (cruise, wind tunnel airspeed V=61 to 267 knots), and the helicopter and conversion conditions (with a comprehensive sweep of the TTR yaw angle ranging, to date, from 90-deg yaw helicopter mode to 30-deg yaw conversion mode, at varying airspeeds). This 699 proprotor performance and loads correlation study uses these newly acquired wind tunnel test data. This paper represents the third analytical study, coming after two earlier analytical studies on the TTR/699; that is, a 2018 paper on pre-test predictions of 699 performance and loads, Ref. 1, and an upcoming January 2019 paper on aeroelastic stability analysis of the TTR/699 installed in the 40- by 80-Foot Wind Tunnel, Ref. 2. Reference 8 will present an overview of the entire TTR/699 test program. For completeness, Ref. 3 addresses the development and initial testing of the TTR. Background information on the TTR effort at NASA Ames can be found at the Aeromechanics website: https://rotorcraft.arc.nasa.gov/Research/Facilities/ttr.html. To the authors' knowledge, the full-scale results presented in this paper are the first of their kind. A literature survey brought up several existing correlation studies, but these were either based on small-scale test data (for example, the studies performed by the University of Maryland) or full-scale aircraft flight test data (for example, flight tests conducted by Bell Helicopter). Separately, the 2009 NASA study involving the JVX rotor is relevant (see Ref.4). The JVX is closely similar to the 699 in size and aerodynamics, and is accordingly a good reference for performance calculations. In Ref. 1 (as mentioned above), pre-test reality checks of the current analytical model were made by comparing JVX and 699 predictions in hover and forward flight (airplane mode).

Isolated Proprotor Performance↗
NASA NTRS2019

High-Speed Wind Tunnel Tests of a Full-Scale Proprotor on the Tiltrotor Test Rig

The Tiltrotor Test Rig (TTR) is a NASA project, joint with the U.S. Army and Air Force, to develop a new, large scale proprotor test system for the National Full-Scale Aerodynamics Complex (NFAC). The first wind-tunnel entry was completed in November 2018 with a modern, 26-ft diameter proprotor. The primary purpose was to complete the development of the TTR, including systems integration with the NFAC. The TTR and rotor were tested up to 273 knots in axial flow. This is the highest airspeed ever achieved by a full-scale proprotor in any wind tunnel. Extensive conversion-mode data were also acquired, and hover/climb conditions were explored. Additional testing included aerodynamic tares, motor tests, thermal tests, modal vibration tests, and other checkout activities. This paper summarizes the results of the test, including examples of the most significant data.

Wind Tunnel Tests↗
NASA NTRS2016

Applications of SMAP Data to Retrieval of Ocean Surface Wind and Salinity

We have examined the L-band radiometer and radar data from NASA’s Soil Moisture Active Passive (SMAP) mission for ocean research and applications. We find that the SMAP data are in excellent agreement with the geophysical model function (GMF) derived from the Aquarius data up to a wind speed of 20 ms-1. For severe wind conditions, the higher resolution data from SMAP allowed us to assess the sensitivity of L-band radiometer signals to hurricane force winds. We applied the L-band GMF to the retrieval of ocean surface wind and SSS from the SMAP data. Comparison with the European Center for Medium-Range Weather Forecasting, WindSat and RapidSCAT wind speeds suggests that SMAP’s radiometer wind speed reaches an excellent accuracy of about 1.1-1.7 ms-1 below a wind speed of 20 ms-1. We have also found that the maximum wind speed derived from the SMAP radiometer data can reach 140 knots for severe storms and are generally in good agreement with the hurricane track analysis and operational aircraft Stepped Frequency Microwave Radiometer wind speeds. The spatial patterns of the SMAP SSS agree well with climatological distributions, but exhibit several unique spatial and temporal features.

ocean surface wind↗
NASA NTRS2018

Full-Scale Testing of Active Flow Control Enhanced Vertical Tail

This paper describes wind tunnel test results from a joint NASA/Boeing research effort to advance active flow control (AFC) technology to enhance aerodynamic efficiency. A full-scale Boeing 757 vertical tail model equipped with 37 sweeping jet actuators was tested at the National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Foot Wind Tunnel (40x80) at NASA Ames Research Center. The model was tested at a nominal airspeed of 100 knots and across rudder deflections and sideslip angles that covered the vertical tail flight envelope. The flow separation control optimization was performed at the maximum rudder deflection of 30° and sideslip angles of 0° and -7.5°. Greater than 20% increase in side force were achieved at maximum rudder deflection and the two sideslip angles with a 31-actuator configuration. AFC caused significant increases in suction pressure on the actuator side and associated side force enhancement. The successful demonstration of this application cleared the way for a subsequent flight demonstration on the Boeing 757 ecoDemonstrator in 2015.

Whalen, Edward A.↗
NASA NTRS2020

On the changes in the physical properties of the ionized region around the Weigelt structures in n Carinae over the 5.54-yr spectroscopic cycle

We present HST/STIS observations and analysis of two prominent nebular structures around the central source of η Carinae, the knots C and D. The former is brighter than the latter for emission lines from intermediate or high ionization potential ions. The brightness of lines from intermediate and high ionization potential ions significantly decreases at phases around periastron. We do not see conspicuous changes in the brightness of lines from low ionization potential (<13.6 eV) ions over the orbital period. Line ratios suggest that the total extinction towards the Weigelt structures is AV=2.0. Weigelt C and D are characterized by an electron density o f10(exp 6.9)/cu.cm that does not significantly change throughout the orbital cycle. The electron temperature varies from 5500K (around periastron) to 7200K (around apastron). The relative changes in the brightness of He I lines are well reproduced by the variations in the electron temperature alone. We found that, at phases around periastron, the electron temperature seems to be higher for Weigelt C than that of D. The Weigelt structures are located close to the Homunculus equatorial plane, at a distance of about 1240 AU from the central source. From the analysis of proper motion and age, the Weigelt complex can be associated with the equatorial structure called ‘Butterfly Nebula’ surrounding the central binary system.

M. Teodoro↗
NASA NTRSDate not supplied

Urban Air Mobility Noise: Current Practice, Gaps, and Recommendations

AN Air Mobility (UAM) is an opportunity for aviation to improve transportation systems across the world. Representative UAM vehicle attributes include electrical vertical takeoff and landing (eVTOL) vehicles that can accommodate up to 6 passengers (or equivalent cargo), are possibly autonomous, perform missions of up to 100 nautical miles at altitudes up to 3000 ft. above ground level, have flight speeds up to 200 knots, and weigh between 800 and 8000 pounds. Along with the many anticipated benefits, there will be noise issues that need to be addressed. In 2018, NASA formed an Urban Air Mobility Noise Working Group (UNWG) to assemble noise experts from industry, universities and government agencies to identify, discuss, and address UAM noise issues. This oral presentation summarizes technology gaps and goals associated with four areas of interest: Tools & Technologies, Ground & Flight Testing, Human Response & Metrics, and Regulation & Policy, and is drawn from a draft white paper [1] by the same title. Tools & Technologies include noise prediction tools and noise reduction technologies that have been developed for conventional rotorcraft and fixed-wing vehicles that may be applicable or need to be modified for UAM. Prediction tools need to be able to account for variable speed rotors and other temporal variation effects that impact community noise. A reprioritization of noise sources needs to be done since UAM vehicles include multiple rotors/propellers, often in proximity to one another and/or the airframe, with dynamic transition, and new noise sources such as electric motors or hybrid-electric propulsion. Scattering and propagation methods need to be developed that include the vehicle components and surfaces near a receiver such as buildings and vertiports. Validation databases are needed to quantify prediction uncertainties. Prediction tools used to evaluate community noise will need source models appropriate for a wide range of UAM vehicles. Existing noise reduction technologies need to be evaluated and new noise reduction technologies should be developed in anticipation of future noise requirements. Although the prediction and treatment of interior cabin noise is a secondary goal, it is recognized that new tools and methods may be needed due to the uniqueness of the vehicle design and the presence of both acoustic and structure-borne loads. Ground & Flight Testing has been a critical part of validating noise reduction technologies and verifying that an air vehicle is ready for certification. UAM vehicles introduce new challenges for test procedures such as different source noise directivity, unsteady sources due to maneuvers, and a variety of takeoff and approach trajectories. The operating environment will be more complex than current aircraft with the introduction of vertiports in populated areas with “urban canyons” making reflections an important part of noise prediction and annoyance. It is expected that new test procedures and measurement methods will be necessary. Consideration will need to be given for both piloted and autonomous operations. Human Response & Metrics may be very different for UAM noise compared to current experience with airport noise. Current metrics used to certify rotorcraft and fixed-wing aircraft may not be as useful for evaluating UAM noise. Operations at lower altitudes may influence annoyance. Psychoacoustic and community testing will be needed to quantify annoyance and assess appropriate metrics. In addition to conventional noise level metrics, considerations such as audibility and temporal variation of the sound may be required. Differences between indoor or outdoor exposure will have an impact with dependence on urban and residential flight paths. Aircraft noise is currently regulated at a national level and typically involves partnerships with the industry to establish regulations. Regulators realize that current policies and procedures may not be appropriate for some of the emerging air vehicles and new procedures may be needed to address UAM noise. Development of new policies and procedures are needed so that local communities do not hastily attempt to establish their own restrictions that will both limit growth of the market and create an inconsistent and confusing regulatory environment. To expedite this development, it is crucial early measurement data are shared through partnership arrangements to support both noise certification and noise modeling/noise assessment. At the same time, an effective engagement strategy should be developed to address local community noise issues associated with UAM vehicles and flight operations as they arise.

urban air mobility↗