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NASA NTRS2019

Electrified Aircraft Propulsion Systems: Potential Failure Modes and Failure Mitigation Strategies

Electrified aircraft propulsion (EAP) systems hold great potential for the reduction of aircraft fuel burn, emissions, and noise. Currently, NASA and other organizations are actively working to identify and mature technologies necessary to bring EAP designs to reality. A requirement for the development of any civil aircraft and its systems is to ensure that potential hazards in the design are identified and appropriately mitigated to ensure that the system is safe. During aircraft development, a system safety assessment that consists of a functional hazard assessment is conducted to identify all potential failure conditions of each function, and classify those failures according to the severity of their effects on the aircraft or its occupants. The more severe a function's failure condition classification, the greater the development assurance level required for the function to ensure that the probability of the hazard is acceptably low. Today, aircraft engines and their control systems receive type certificate approval as a stand-alone system to signify their airworthiness. However, the complex coupling and distributed nature of EAP designs are expected to place added challenges on the certification of these systems. This presentation will provide an initial high-level review of the potential failure modes and hazards posed by a generic EAP system along with potential mitigation strategies for those failures. The EAP system is assumed to be a hybrid design consisting of gas turbine engines, mechanical drives, electric machines, power electronics and distribution systems, energy storage devices, and motor driven propulsors. The functionality provided by each of these EAP subsystems will be discussed along with the potential failure modes they may encounter. This will include a discussion of coupled failure effects, where a fault in one EAP subsystem effects the operation of other subsystems in the architecture. Next, potential failure mitigation strategies are discussed including both software-based and hardware-based mitigation strategies. The presentation will conclude with an example evaluation of the potential failure modes and mitigation strategies for a concept EAP system proposed by NASA.

Simon, Donald L.↗
NASA NTRS2020

Application of Sparse Identification of Nonlinear Dynamics for Physics-Informed Learning

Advances in machine learning and deep neural networks has enabled complex engineering tasks like image recognition, anomaly detection, regression, and multi-objective optimization, to name but a few. The complexity of the algorithm architecture, e.g., the number of hidden layers in a deep neural network, typically grows with the complexity of the problems they are required to solve, leaving little room for interpreting (or explaining) the path that results in a specific solution. This drawback is particularly relevant for autonomous aerospace and aviation systems, where certifications require a complete understanding of the algorithm behavior in all possible scenarios. Including physics knowledge in such data-driven tools may improve the interpretability of the algorithms, thus enhancing model validation against events with low probability but relevant for system certification. Such events include, for example, spacecraft or aircraft sub-system failures, for which data may not be available in the training phase. This paper investigates a recent physics-informed learning algorithm for identification of system dynamics, and shows how the governing equations of a system can be extracted from data using sparse regression. The learned relationships can be utilized as a surrogate model which, unlike typical data-driven surrogate models, relies on the learned underlying dynamics of the system rather than large number of fitting parameters. The work shows that the algorithm can reconstruct the differential equations underlying the observed dynamics using a single trajectory when no uncertainty is involved. However, the training set size must increase when dealing with stochastic systems, e.g., nonlinear dynamics with random initial conditions.

Corbetta, Matteo↗
NASA NTRS2020

Defining Handling Qualities of Unmanned Aerial Systems: Phase II Final Report

Unmanned Air Systems (UAS) are no longer coming, they are here, and operators from first responders to Google and Amazon are demanding access to the National Airspace System (NAS) for a wide variety of missions. This includes a proliferation of small UAS or sUAS that will operate beyond line of sight at altitudes of 500 ft and below. A myriad of issues continues to slow the development of verification, validation, and certification methods that will enable the safe introduction of UAS to the NAS. These issues include the lack of both a consensus in UAS categorization process and quantitative certification requirements, including the definition of handling qualities. Because of the wide variety of UAS types (fixed wing, rotary wing from traditional helicopters to multirotor configurations, ducted fans, airships, etc.) and vehicle size from micro vehicles to the Global Hawk with a wing span similar to that of a Boeing 737, there cannot be a one-size-fits-all set of requirements. To address these issues, Systems Technology Inc. (STI) has developed the UAS Handling Qualities Assessment (UAS-HQ) process and corresponding draft specification that will guide UAS stakeholders through a systematic evaluation process. The work described herein builds on the existing, highly successful, military rotorcraft handling qualities specifications that features a mission-oriented approach, a concept that originated at STI. The vehicle is first identified by a simple weight-based classification and then the associated vehicle mission task elements are considered. These missions have specific tasks inclusive to them that then dictate the criteria and demonstration maneuvers necessary to evaluate the UAS handling qualities. An assessment of both modeled responses and flight test data can then be conducted to examine the predicted versus actual handling qualities and, if required, design modifications can then be made. Mr. David Klyde, Vice President and Technical Director, Engineering Services, served as Principal Investigator, while Dr. Natalia Alexandrov served as the NASA LaRC technical representative. In the Phase II program, STI was joined by David Mitchell of Mitchell Aerospace Research and the University of Minnesota. Mr. Mitchell led the draft specification development effort, while the University of Minnesota UAV Lab conducted sUAS flight tests under the direction of Dr. Peter Seiler.

Klyde, David H.↗
NASA NTRS2019

An Overview of the NASA Advanced Composites Consortium High Energy Dynamic Impact Phase II Technical Path

Advanced composite structures are increasingly becoming the norm for use in military and commercial aircraft. Many of these structures are in places that are prone to high energy dynamic impact (HEDI) such as a wing or fuselage structures subjected to bird strike or a fan blade out event. Certification testing is expensive and industry currently lacks to the tools to perform reliable certification by analysis or smarter testing. As such, the NASA Advanced Composites Consortium HEDI team was formed with representatives from aerospace original equipment manufacturers, government research laboratories, and academia to advance the state-of-the-art in emerging progressive damage and failure analysis (PDFA) methods in a two phase program. These PDFA approaches have the ability to predict ply-by-ply level damage in composite structures, but to date, have not been thoroughly vetted for HEDI events. In this paper, the technical path that is used in Phase II of the program is presented.

Justusson, Brian↗
NASA NTRS2018

A Persistent Simulation Environment for Autonomous Systems

The age of Autonomous Unmanned Aircraft Systems (AUAS) is creating new challenges for the accreditation and certification requiring new standards, policies and procedures that sanction whether a UAS is safe to fly. Establishing a basis for certification of autonomous systems via research into trust and trustworthiness is the focus of Autonomy Teaming and TRAjectories for Complex Trusted Operational Reliability (ATTRACTOR), a new NASA Convergent Aeronautics Solution (CAS) project. Simulation Environments to test and evaluate AUAS decision making may be a low-cost solution to help certify that various AUAS systems are trustworthy enough to be allowed to fly in current general and commercial aviation airspace. NASA is working to build a peer-to-peer persistent simulation (P3 Sim) environment. The P3 Sim will be a Massively Multiplayer Online (MMO) environment were AUAS avatars can interact with a complex dynamic environment and each other. The focus of the effort is to provide AUAS researchers a low-cost intuitive testing environment that will aid training for and assessment of decisions made by autonomous systems such as AUAS. This presentation focuses on the design approach and challenges faced in development of the P3 Sim Environment is support of investigating trustworthiness of autonomous systems.

Kelley, Benjamin N.↗
NASA NTRS2019

Sketch-To-Solution: An Exploration of Viscous CFD with Automatic Grids

Numerical simulation of the Reynolds-averaged Navier–Stokes (RANS) equations has become a critical tool for the design of aerospace vehicles. However, the issues that affect the grid convergence of three dimensional RANS solutions are not completely understood, as documented in the AIAA Drag Prediction Workshop series. Grid adaption methods have the potential for increasing the automation and discretization error control of RANS solutions to impact the aerospace design and certification process. The realization of the CFD Vision 2030 Study includes automated management of errors and uncertainties of physics-based, predictive modeling that can set the stage for ensuring a vehicle is in compliance with a regulation or specification by using analysis without demonstration in flight test (i.e., certification or qualification by analysis). For example, the Cart3D inviscid analysis package has automated Cartesian cut-cell gridding with output-based error control. Fueled by recent advances in the fields of anisotropic grid adaptation, error estimation, and geometry modeling, a similar work flow is explored for viscous CFD simulations; where a CFD application engineer provides geometry, boundary conditions, and flow parameters, and the sketch-to-solution process yields a CFD simulation through automatic, error-based, grid adaptation.

Kleb, William L.↗
NASA NTRS2019

Sound Quality Metric Indicators of Rotorcraft Noise Annoyance Using Multilevel Regression Analysis

Although every helicopter in operation has to go through a noise certification process, annoyance due to helicopters still persists within various communities. This implies that certification metrics do not capture the full range of human response and that predicted reactions could be supplemented with other information, which could be acoustic or non-acoustic in nature. The rotorcraft sound quality metric (RoQM) psychoacoustic experiment was designed to determine the relative importance of sound quality metrics (SQMs), such as sharpness, tonality, loudness, fluctuation strength and impulsiveness, on human annoyance to rotorcraft sounds. Starting from a baseline helicopter recording, SQMs were varied synthetically and presented to subjects who responded with an annoyance rating. The RoQM test took place in 2017 at the NASA Langley Research Center in the Exterior Effects Room. A total of 105 sounds were played to 40 subjects. The relationship between helicopter noise sound quality and annoyance is modeled using multilevel regression in this work, which takes into account the variability of responses across subjects. Previous analyses did not consider such a grouping of the data.

Matthew Boucher↗
NASA NTRSDate not supplied

TPSAS-NF1676L-32030-DND

Composite structures are often difficult to inspect due to the anisotropic nature of the material systems and the range of flaws and defects that can arise in the manufacturing process. NASA?s Advanced Composites Project, a public-private partnership between government, universities and industry, seeks to address improved methods, tools, and protocols to reduce the development and certification timeline for composite materials and structures. The rapid inspection of composites is one of the three focused research areas of the project. One deliverable of the project is to develop an NDE Methods and Capabilities Handbook. This Handbook provides a publically available guidance document that facilitates the selection of appropriate NDE techniques and provides recommended protocols for detecting and characterizing common flaw types in solid laminate polymer matrix composite (PMC) structures. The Handbook will reduce the time required to develop qualified inspection processes for composite aircraft structures during the development, certification, and manufacturing phases by providing a reference that helps minimize trial and error and provides guidance on best practices, techniques, and settings, for specific flaw types and geometries. The Handbook will include an NDE Guidance Matrix that provides an applicability rating for NDE techniques as they apply to given flaw types. NDE techniques will include, but is not limited to ultrasound, laser based ultrasound, infrared thermography, and x-ray CT. Flaw types will include, but are not limited to porosity, delamination, voids, AFP defects and impact damage. The Handbook will contain details that support the applicability rating including, but not limited to, specimen details, inspection parameters, data analysis techniques, inspection efficiency (speed & cost), and limitations. This presentation will describe key Handbook activities with examples of the techniques and flaw types examined by the Advanced Composite Consortium members.

Patricia A Howell↗
NASA NTRSDate not supplied

TPSAS-NF1676L-18851-DND

UAS operate today under many restrictions - Certificate of Authorization or Waiver (COA) for public use - Experimental certificate for civil use - Goal is to move toward more routine access UAS span a wide range of size and performance - Small UAS (<55 lbs.) will be covered by separate rulemaking - Our research interest is in larger UAS, interacting with air traffic services in non-segregated airspace

James P Chamberlain↗
NASA NTRSDate not supplied

Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP)

Aircraft in oceanic and remote non-radar airspace frequently fly for extended periods of time in the same direction, at the same time, along similar flight paths as other aircraft. Since there is no radar surveillance, controllers use procedural separation to ensure that aircraft remain separated. Procedural separation distances are typically larger than radar separation distances and as a result aircraft operating in oceanic airspace are sometimes held at non-optimal flight levels due to conflicting traffic at intervening flight levels. Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP) were developed to enable flight level change maneuvers that would otherwise not be possible with current procedural separation standards. Aircraft operators choosing to equip with an ADS-B transceiver and an appropriate onboard decision support system would be able to take advantage of these procedures when operating in proximity to aircraft equipped with a suitable ADS-B transmitter (“ADS-B Out”). The ability to perform in-trail maneuvers to achieve more time at optimum altitudes could result in more efficient and predictable flight profiles thereby saving fuel and in some cases allowing operators to make beneficial operational decisions. NASA first began developing ADS-B ITP in 2003 as a result of a desire to develop methodologies, concepts, and procedures to reduce separation requirements for future air transportation systems using airborne ADS-B. The objectives were to provide insight into the details necessary to reduce separation requirements for the future and to develop applications that could provide incentives for operators to voluntarily equip with transformational technologies. From 2003 to 2008, NASA conducted research that supported the development of ITP including batch simulations, human-in-the-loop experiments and avionics and separation standards development. This research showed enough maturity and benefit that in 2008, the FAA Surveillance and Broadcast Services (SBS) program adopted ADS-B ITP as one of their three key, near-term applications to make use of ADS-B-In. The FAA developed an agreement with NASA to transition the technology and established an FAA project for the purpose of performing an operational trial of ADS-B ITP in revenue service in the summer of 2011. The objectives of the project are to a) validate the operational performance and economic benefits of ITP; and b) develop and validate ADS-B ITP Minimum Operational Performance Specifications (MOPS) material. As a part of this project, the FAA established agreements with United Airlines and Honeywell. The agreements include the work necessary for the development, certification and installation of onboard systems for twelve United Airlines 747-400s. ITP system development is nearly complete and certification activities are underway. The FAA project has also been working with Oakland Oceanic Control Center (ZOA) and the FAA’s Oceanic and Offshore Operations Office to develop controller procedures and safety analyses that are required to support the flight trial. The FAA has also been working on the development of an ITP Operational Specification that should be approved this April. The presentation will cover some of the key aspects of the development, challenges, and integration required to successfully transition ADS-B ITP from a concept in 2003 to flight trials in revenue service in 2011.

Kenneth M Jones↗
NASA NTRS2020

Understanding Risk in Urban Air Mobility: Moving Towards Safe Operating Standards

Urban Air Mobility (UAM), i.e. on-demand urban passenger (and cargo) transportation services, represents a new technology and potentially an emerging industry. It is not simply an extension of commercial aviation as we know it—it is a different domain. A first priority for UAM is that it be safe and secure (Booz, Allen, Hamilton, 2018; Crown, Consulting, Inc., 2018). A workshop held in Arlington, Virginia, brought together experts from the on-demand world (including UAM) to assess and prioritize the challenges and barriers to be addressed in successfully introducing On Demand Mobility (ODM) vehicles and services (ODM and Emerging Technology Workshop, 2016). Of the nine challenges assessed, the highest priority was assigned to certification, followed by affordability, and then safety. Considering the confluence of certification and safety, it is clear that risk and its assessment were judged to be of high relevance to workshop participants.

UAM↗
NASA NTRSDate not supplied

NDE Methods and Capabilities Handbook – Resources for the Composites NDE Community

Composite structures are often difficult to inspect due to the anisotropic nature of the material systems and the range of flaws and defects that can arise in the manufacturing process. NASA’s Advanced Composites Project, a public-private partnership between government, universities and industry, sought to address improved methods, tools, and protocols to reduce the development and certification timeline for composite materials and structures. The rapid inspection of composites was one of the three focused research areas of the project. One deliverable of the project was to develop an NDE Methods and Capabilities Handbook. This Handbook provides a publicly available guidance document that facilitates the selection of appropriate NDE techniques and provides recommended protocols for detecting and characterizing common flaw types in solid laminate carbon fiber reinforced polymer composite (CFRP) structures. The Handbook seeks to reduce the time required to develop qualified inspection processes for composite aircraft structures during the development, certification, and manufacturing phases by providing a reference that helps minimize trial and error and provides guidance on best practices, techniques, and settings, for specific flaw types and geometries. NDE techniques include, but are not limited to ultrasound, laser based ultrasound, infrared thermography, and x-ray CT. Flaw types include, but are not limited to porosity, delamination, voids, AFP defects and impact damage. The Handbook contains details such as inspection parameters, data analysis techniques, inspection efficiency (speed & cost), and limitations. This presentation will describe key Handbook activities with examples of the techniques and flaw types examined by the Advanced Composite Consortium members. Availability of the fabricated NDE standards as well as the raw data collected on the standards by the Consortium members to the NDE community is discussed.

Patricia A Howell↗
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↗
NASA NTRSDate not supplied

A Distributed Simulation-to-Flight Framework to Support Investigating Trust/Trustworthiness in Multi-Agent Systems

As autonomous systems continue to grow both in use and complexity, the necessity for robust and extensible simulation-to-flight frameworks is paramount for establishing an effective architecture for autonomous systems. Hardware test flights are time-consuming and cost prohibitive during early system design and development. Simulation environments can be useful tools to accelerate algorithm development and testing. However, transitions from simulation to flight (sim-to-flight) can be challenging, unless systems are designed with this transition in mind and with the necessary capabilities built into the architecture and framework. One of the objectives of Autonomy Teaming and TRAjectories for Complex Trusted Operational Reliability (ATTRACTOR) was to design and develop a distributed mixed-reality simulation environment to begin establishing a basis for certification of autonomous systems via research into trust and trustworthiness. ATTRACTOR’s objective was to construct computational concepts of trustworthiness and justifiable trust in multi-agent autonomous teams, to inform future certification of safety-critical and time-critical autonomous systems in aviation. In this paper, we present an autonomous systems architecture and development framework paired with a persistent distributed modeling and simulation (ModSim) environment for test and evaluation of autonomous systems. They were designed under ATTRACTOR in order to measure and establish trustworthiness and trust in single-and multi-agent human-machine systems whether these machines are fixed-wing general aviation, rotary-wing Unmanned Aerial Vehicles (UAVs), ground rovers, or even spacecraft. The Autonomous Entity Operational Network (AEON) framework enables autonomous system development with an easily extensible collection of libraries and plug-n-play nodes facilitated by the Data Distribution Service (DDS) communication protocol standard. The Baseline Environment for Autonomous Modeling (BEAM) simulation environment is a distributed mixed-reality Unity™-based environment built around the same DDS communication paradigm allowing for easy integration with AEON-based autonomous applications, enabling sim-to-flight with minimal configuration changes. Using AEON and BEAM, source code that runs in simulation ports directly to hardware and has successfully flown in the National Airspace System (NAS) at NASA LaRC many times over the lifetime of ATTRACTOR.

Benjamin N Kelley↗
NASA NTRSDate not supplied

A Concept of Operations (ConOps) of an In-time Aviation Safety Management System (IASMS) for Advanced Air Mobility (AAM)

The growth of new emerging operations involving Advanced Air Mobility (AAM) necessitates developing a perspective for an In-time Aviation Safety Management System (IASMS). This perspective advances from the National Academies report on IASMS and its recommendation for developing a Concept of Operations (ConOps) for IASMS. A ConOps has been developed for In-time System-Wide Safety Assurance (ISSA) from which the IASMS ConOps pivots to provide a robust scope commensurate with the broad vision defined by the National Academies. The IASMS ConOps focuses on emerging operations and spans innovations in Unmanned Aircraft System (UAS) and an increasingly complex ecosystem comprised of a widening mix of vehicles and technologies, Urban Air Mobility (UAM) with industry-federated services, traditional operations, as well as new supersonic aircraft and space launch systems.The challenge for the IASMS ConOps is to be broad to encompass innovations in the coming years and decades while agile to ensure levels of safety compatible with operational and certification requirements of the National Airspace System (NAS). The IASMS ConOps interweaves increasing complexity of operational safety capabilities and unlocking UAS Maturity Levels (UMLs). The relationships between increased complexity of automation and automated systems, fewer operators who are not as traditionally higher skilled, more complex operational environments, and aviation operations management with mixed aircraft and equipage pose a multi-dimensional space for IASMS capabilities essential for safety assurance and risk management. Instantiating IASMS capabilities and how they would be integral to AAM operations and increasing maturity of UAM could be accomplished through a series of Safety Demonstrators. These Safety Demonstrators could provide increased understanding and insight into use of controls for risk mitigation, means of compliance for certification, and operational experience with safety services such as in relation to contingency management. The IASMS capabilities can be viewed as initially residing with the vehicle, airspace, and Supplemental Data Service Provider (SDSP). For example, vehicle capabilities include communications including the command and control link, Remote Identification (ID), conflict advisory/alerting, and UAS system monitoring. These capabilities monitor and assess data such as battery health, aircraft state, and human performance. Complexity of ISAMS capabilities depends on a number of factors. These factors are intendedonly as a notional categorization with the purpose being to reflect the complexity of the AAM ecosystem that would drive up the complexity of ISSA capabilities including systems, sensors, models, standards, and controls. Factors could include the Vehicle Flight Management, Environment, Airspace, and Contingency Management. Each of these factors can be comprised of multiple sub-factors that contribute to increasing complexity. For example, Airspace at a lower level of complexity could be dedicated to UTM operations that are unmonitored, and at a higher level of complexity could involve mixed UTM and ATM operations. The IASMS concept includes safety services that provide data and information to different participants in AAM. The roles and responsibilities of participants can be defined using the Responsible-Accountable-Consulted-Informed (RACI) analysis. For example, for the safety service involving the Remote ID, the Operator would be accountable for providing the data, the Vehicle would be responsible for transmitting it, and the USS, SDSP, Vertiports, FIMS (FAA), and Public Entities such as safety services would be informed by receiving the data. The IASMS ConOps identifies the capabilities needed for risk mitigation and safety assurance in the increasingly complex national airspace. The ConOps serves as a pathway for engaging with industry to gain operational experience including through the Safety Demonstrator series, the RACI analysis, and operational complexity factors. The ConOps serves to integrate these different perspectives to build a cohesive and cogent approach to an AAM safety management system.

In-Time Aviation Safety Management System↗
NASA NTRSDate not supplied

NASA’s Plans for the Release of Standards for Additive Manufactured Components

NASA has a critical need for the development of Agency standards for the certification of additively manufactured (AM) components. This is necessary since the current version of NASA standards for manned and noncrewed spaceflight hardware do not contain sufficient detail and the development of documents by the international standards organizations are not mature enough for implementation. AM parts are currently flying or in development for nearly all NASA flight programs. To bridge the gap prior to the release of Agency standards MSFC released two documents, MSFC-STD-3716 and MSFC-SPEC-3717. These documents were written specifically for laser power fusion of metallic powder, but the principles defined were used for tailoring requirements for current NASA manned missions. In 2018 a team of Agency AM experts was assembled and development of standards for the certification of additively manufactured components. These standards are design for use by all NASA programs and a broader spectrum of mature materials and processes. Four documents are being planned; NASA-STD-6030 (add title), NASA-STD-6032 (add title), NASA-STD-6033 (add title) and NASA-HNBK-6034 (add title). Two of these documents, NASA-STD-6030 and NASA-STD-6033, are being finalized for release in late 2020. These standards contain requirements that address part classification, metallurgical process control, material property development, part process control, part inspection and acceptance, equipment process control and vendor process control. This paper will present a summary of the status of each document and provide an overview of the content of NASA-STD-6030.

Richard Russell↗
NASA NTRSDate not supplied

NDE Methods and Capabilities Handbook - Resources for the Composites NDE Community

Composite structures are often difficult to inspect due to the anisotropic nature of the material systems and the range of flaws and defects that can arise in the manufacturing process. NASA’s Advanced Composites Project, a public-private partnership between government, universities and industry, sought to address improved methods, tools, and protocols to reduce the development and certification timeline for composite materials and structures. The rapid inspection of composites was one of the three focused research areas of the project. One deliverable of the project was to develop an NDE Methods and Capabilities Handbook. This Handbook provides a publicly available guidance document that facilitates the selection of appropriate NDE techniques and provides recommended protocols for detecting and characterizing common flaw types in solid laminate carbon fiber reinforced polymer composite (CFRP) structures. The Handbook seeks to reduce the time required to develop qualified inspection processes for composite aircraft structures during the development, certification, and manufacturing phases by providing a reference that helps minimize trial and error and provides guidance on best practices, techniques, and settings, for specific flaw types and geometries. Techniques include, but are not limited to ultrasound, laser based ultrasound, infrared thermography, and x-ray CT. Flaw types include, but are not limited to porosity, delaminations, voids, Automated Fiber Placement (AFP) defects and impact damage. The Handbook contains details such as inspection parameters, data analysis techniques, inspection efficiency and limitations. This presentation will describe key Handbook activities with examples of the techniques and flaw types examined by the Advanced Composite Consortium members. Availability to the NDE community of the fabricated NDE standards as well as the raw data collected on the standards by the Consortium members is discussed.

Nondestructive Evaluation↗
NASA NTRSDate not supplied

NDE Methods and Capabilities Handbook - Resources for the Composites NDE Community

Composite structures are often difficult to inspect due to the anisotropic nature of the material systems and the range of flaws and defects that can arise in the manufacturing process. NASA’s Advanced Composites Project, a public-private partnership between government, universities and industry, sought to address improved methods, tools, and protocols to reduce the development and certification timeline for composite materials and structures. The rapid inspection of composites was one of the three focused research areas of the project. One deliverable of the project was to develop an NDE Methods and Capabilities Handbook. This Handbook provides a publicly available guidance document that facilitates the selection of appropriate NDE techniques and provides recommended protocols for detecting and characterizing common flaw types in solid laminate carbon fiber reinforced polymer composite (CFRP) structures. The Handbook seeks to reduce the time required to develop qualified inspection processes for composite aircraft structures during the development, certification, and manufacturing phases by providing a reference that helps minimize trial and error and provides guidance on best practices, techniques, and settings, for specific flaw types and geometries. Techniques include, but are not limited to ultrasound, laser based ultrasound, infrared thermography, and x-ray CT. Flaw types include, but are not limited to porosity, delaminations, voids, Automated Fiber Placement (AFP) defects and impact damage. The Handbook contains details such as inspection parameters, data analysis techniques, inspection efficiency and limitations. This paper describes key Handbook activities with examples of the techniques and flaw types examined by the Advanced Composite Consortium members. Availability to the NDE community of the fabricated NDE standards as well as the raw data collected on the standards by the Consortium members is discussed.

nondestructive evaluation↗