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NASA NTRS2016

Cryogenic Fiber Optic Assemblies for Spaceflight Environments: Design, Manufacturing, Testing, and Integration

Fiber optic assemblies have been used on spaceflight missions for many years as an enabling technology for routing, transmitting, and detecting optical signals. Due to the overwhelming success of NASA in implementing fiber optic assemblies on spaceflight science-based instruments, system scientists increasingly request fibers that perform in extreme environments while still maintaining very high optical transmission, stability, and reliability. Many new applications require fiber optic assemblies that will operate down to cryogenic temperatures as low as 20 Kelvin. In order for the fiber assemblies to operate with little loss in optical throughput at these extreme temperatures requires a system level approach all the way from how the fiber assembly is manufactured to how it is held, routed, and integrated. The NASA Goddard Code 562 Photonics Group has been designing, manufacturing, testing, and integrating fiber optics for spaceflight and other high reliability applications for nearly 20 years. Design techniques and lessons learned over the years are consistently applied to developing new fiber optic assemblies that meet these demanding environments. System level trades, fiber assembly design methods, manufacturing, testing, and integration will be discussed. Specific recent examples of ground support equipment for the James Webb Space Telescope (JWST); the Ice, Cloud and Land Elevation Satellite-2 (ICESat-2); and others will be included.

Fiber Optic↗
NASA NTRS2016

Computational Approaches to Simulation and Optimization of Global Aircraft Trajectories

This study examines three possible approaches to improving the speed in generating wind-optimal routes for air traffic at the national or global level. They are: (a) using the resources of a supercomputer, (b) running the computations on multiple commercially available computers and (c) implementing those same algorithms into NASAs Future ATM Concepts Evaluation Tool (FACET) and compares those to a standard implementation run on a single CPU. Wind-optimal aircraft trajectories are computed using global air traffic schedules. The run time and wait time on the supercomputer for trajectory optimization using various numbers of CPUs ranging from 80 to 10,240 units are compared with the total computational time for running the same computation on a single desktop computer and on multiple commercially available computers for potential computational enhancement through parallel processing on the computer clusters. This study also re-implements the trajectory optimization algorithm for further reduction of computational time through algorithm modifications and integrates that with FACET to facilitate the use of the new features which calculate time-optimal routes between worldwide airport pairs in a wind field for use with existing FACET applications. The implementations of trajectory optimization algorithms use MATLAB, Python, and Java programming languages. The performance evaluations are done by comparing their computational efficiencies and based on the potential application of optimized trajectories. The paper shows that in the absence of special privileges on a supercomputer, a cluster of commercially available computers provides a feasible approach for national and global air traffic system studies.

global air traffic optimization↗
NASA NTRS2016

Unmanned Aircraft Systems Traffic Management (UTM) Safely Enabling UAS Operations in Low-Altitude Airspace

Unmanned Aircraft System (UAS) Traffic Management (UTM) Enabling Civilian Low-Altitude Airspace and Unmanned Aircraft System Operations What is the problem? Many beneficial civilian applications of UAS have been proposed, from goods delivery and infrastructure surveillance, to search and rescue, and agricultural monitoring. Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS operations, regardless of the type of UAS. A UAS traffic management (UTM) system for low-altitude airspace may be needed, perhaps leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today, whether the vehicles are driven by humans or are automated. What system technologies is NASA exploring? Building on its legacy of work in air traffic management for crewed aircraft, NASA is researching prototype technologies for a UAS Traffic Management (UTM) system that could develop airspace integration requirements for enabling safe, efficient low-altitude operations. While incorporating lessons learned from the today's well-established air traffic management system, which was a response that grew out of a mid-air collision over the Grand Canyon in the early days of commercial aviation, the UTM system would enable safe and efficient low-altitude airspace operations by providing services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning and re-routing, separation management, sequencing and spacing, and contingency management. One of the attributes of the UTM system is that it would not require human operators to monitor every vehicle continuously. The system could provide to human managers the data to make strategic decisions related to initiation, continuation, and termination of airspace operations. This approach would ensure that only authenticated UAS could operate in the airspace. In its most mature form, the UTM system could be developed using autonomicity characteristics that include self-configuration, self-optimization and self-protection. The self-configuration aspect could determine whether the operations should continue given the current andor predicted windweather conditions. NASA envisions concepts for two types of possible UTM systems. The first type would be a Portable UTM system, which would move from between geographical areas and support operations such as precision agriculture and disaster relief. The second type of system would be a Persistent UTM system, which would support low-altitude operations and provide continuous coverage for a geographical area. Either system would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. What is NASA doing to test the technologies? NASA's near-term goal is the development and demonstration of a possible future UTM system that could safely enable low-altitude airspace and UAS operations. Working alongside many committed government, industry and academic partners, NASA is leading the research, development and testing that is taking place in a series of activities called Technology Capability Levels (TCL), each increasing in complexity. UTM TCL1 concluded field testing in August 2015 and is undergoing additional testing at an FAA site.

UTM Low-altitude↗
NASA NTRS2016

Unmanned Aerial Systems Traffic Management (UTM): Safely Enabling UAS Operations in Low-Altitude Airspace

Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS flight operations. Given this, and understanding that the FAA faces a mandate to modernize the present air traffic management system through computer automation and significantly reduce the number of air traffic controllers by FY 2020, the FAA maintains that a comprehensive, yet fully automated UAS traffic management (UTM) system for low-altitude airspace is needed. The concept of UTM is to begin by leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today. Building on its legacy of work in air traffic management (ATM), NASA is working with industry to develop prototype technologies for a UAS Traffic Management (UTM) system that would evolve airspace integration procedures for enabling safe, efficient low-altitude flight operations that autonomously manage UAS operating in an approved low-altitude airspace environment. UTM is a cloud-based system that will autonomously manage all traffic at low altitudes to include UASs being operated beyond visual line of sight of an operator. UTM would thus enable safe and efficient flight operations by providing fully integrated traffic management services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning re-routing, separation management, sequencing spacing, and contingency management. UTM removes the need for human operators to continuously monitor aircraft operating in approved areas. NASA envisions concepts for two types of UTM systems. The first would be a small portable system, which could be moved between geographical areas in support of operations such as precision agriculture and public safety. The second would be a Persistent system, which would support low-altitude operations in an approved area by providing continuous automated coverage. Both would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. UTM is creating an airspace management tool that allows the ATM system to accommodate the number of UAS that will operate in the low altitude airspace. The analogy is just because we have a car, whether its autonomous or someone is driving, does not diminish the need for a road or road signs or rules of the road.

traffic management↗
NASA NTRS2017

Predicted Weather Display and Decision Support Interface for Flight Deck

A system and method for providing visual depictions of a predictive weather forecast for in-route vehicle trajectory planning. The method includes displaying weather information on a graphical display, displaying vehicle position information on the graphical display, selecting a predictive interval, displaying predictive weather information for the predictive interval on the graphical display, and displaying predictive vehicle position information for the predictive interval on the graphical display, such that the predictive vehicle position information is displayed relative to the predictive weather information, for in-route trajectory planning.

Johnson, Walter W.↗
NASA NTRS2016

Flight Test Assessments of Pilot Workload, System Usability, and Situation Awareness of TASAR

Traffic Aware Strategic Aircrew Requests (TASAR) is an onboard automation concept intended to identify trajectory optimizations, in terms of fuel and time saving objectives, clear of known traffic, weather, and airspace restrictions prior to the aircrew initiating a route-change request to Air Traffic Control (ATC). The software implementation of the TASAR concept is the Traffic Aware Planner (TAP). TASAR analysis and development is being executed by the NASA Langley Research Center's Crew Systems and Aviation Operations Branch (CSAOB) under the sponsorship of the Airspace Technology Demonstration (ATD) Project of the NASA Airspace Operations and Safety Program (AOSP). The TASAR Flight Trial-2 (FT-2) was conducted in June, 2015 out of the Newport News/Williamsburg International Airport. This flight trial was conducted using a Piaggio Avanti flight test aircraft and consisted of 12 Evaluation Flights with airline commercial pilots participating as the Evaluation Pilots, three destination airports in Atlanta and Jacksonville Air Route Traffic Control Centers, and one pair of flight plans associated with each destination airport. The primary goal of FT-2 was to reduce risk for upcoming operational trials with NASA partner airlines, Alaska Airlines and Virgin America. To accomplish this primary goal, six independent objectives were conducted during FT-2, however, this paper will report only the findings of Objective 5; the assessment of system usability, pilot perceived workload, and the degree of pilot acceptability of the TAP Human Machine Interface (HMI) during flight operations, via the administration of several subjective measures.

TASAR↗
NASA NTRS2017

An Advanced Trajectory-Based Operations Prototype Tool and Focus Group Evaluation

Trajectory-based operations (TBO) is a key concept in the Next Generation Air Transportation System transformation of the National Airspace System (NAS) that will increase the predictability and stability of traffic flows, support a common operational picture through the use of digital data sharing, facilitate more effective collaborative decision making between airspace users and air navigation service providers, and enable increased levels of integrated automation across the NAS. The National Aeronautics and Space Administration (NASA) has been developing trajectory-based systems to improve the efficiency of the NAS during specific phases of flight and is now also exploring Advanced 4-Dimensional Trajectory (4DT) operational concepts that will integrate these technologies and incorporate new technology where needed to create both automation and procedures to support gate-to-gate TBO. A TBO Prototype simulation toolkit has been developed that demonstrates initial functionality that may reside in an Advanced 4DT TBO concept. Pilot and controller subject matter experts (SMEs) were brought to the Air Traffic Operations Laboratory at NASA Langley Research Center for discussions on an Advanced 4DT operational concept and were provided an interactive demonstration of the TBO Prototype using four example scenarios. The SMEs provided feedback on potential operational, technological, and procedural opportunities and concerns. After viewing the interactive demonstration scenarios, the SMEs felt the operational capabilities demonstrated would be useful for performing TBO while maintaining situation awareness and low mental workload. The TBO concept demonstrated produced defined routings around weather which resulted in a more organized, consistent flow of traffic where it was clear to both the controller and pilot what route the aircraft was to follow. In general, the controller SMEs felt that traffic flow management should be responsible for generating and negotiating the operational constraints demonstrated, in cooperation with the Air Traffic Control System Command Center, while air traffic control should be responsible for the implementation of those constraints. The SMEs also indicated that digital data communications would be very beneficial for TBO operations and would result in less workload due to reduced communications, would eliminate issues due to language barriers and frequency problems, and would make receiving, loading, accepting, and executing clearances easier, less ambiguous, and more expeditious. This paper describes an Advanced 4DT operational concept, the TBO Prototype, the demonstration scenarios and methods used, and the feedback obtained from the pilot and controller SMEs in this focus group evaluation.

Guerreiro, Nelson M.↗
NASA NTRS2017

Objective Assessment Method for RNAV STAR Adherence

Flight crews and air traffic controllers have reported many safety concerns regarding area navigation standard terminal arrival routes (RNAV STARs). Specifically, optimized profile descents (OPDs). However, our information sources to quantify these issues are limited to subjective reporting and time consuming case-by-case investigations. This work is a preliminary study into the objective performance of instrument procedures and provides a framework to track procedural concepts and assess design specifications. We created a tool and analysis methods for gauging aircraft adherence as it relates to RNAV STARs. This information is vital for comprehensive understanding of how our air traffic behaves. In this study, we mined the performance of 24 major US airports over the preceding three years. Overlaying 4D radar track data onto RNAV STAR routes provided a comparison between aircraft flight paths and the waypoint positions and altitude restrictions. NASA Ames Supercomputing resources were utilized to perform the data mining and processing. We assessed STARs by lateral transition path (full-lateral), vertical restrictions (full-lateral/full-vertical), and skipped waypoints (skips). In addition, we graphed frequencies of aircraft altitudes relative to the altitude restrictions. Full-lateral adherence was always greater than Full-lateral/ full- vertical, as it is a subset, but the difference between the rates was not consistent. Full-lateral/full-vertical adherence medians of the 2016 procedures ranged from 0% in KDEN (Denver) to 21% in KMEM (Memphis). Waypoint skips ranged from 0% to nearly 100% for specific waypoints. Altitudes restrictions were sometimes missed by systematic amounts in 1,000 ft. increments from the restriction, creating multi-modal distributions. Other times, altitude misses looked to be more normally distributed around the restriction. This tool may aid in providing acceptability metrics as well as risk assessment information.

Stewart, Michael↗
NASA NTRS2017

RNAV STAR Procedural Adherence

In this exploratory archival study we mined the performance of 24 major US airports area navigation standard terminal arrival routes (RNAV STARs) over the preceding three years. Overlaying radar track data on top of RNAV STAR routes provided a comparison between aircraft flight paths and the waypoint positions and altitude restrictions. NASA Ames Supercomputing resources were utilized to perform the data mining and processing. We investigated STARs by lateral transition path (full-lateral), vertical restrictions (full-lateral/full-vertical), and skipped waypoints (skips). In addition, we graphed altitudes and their frequencies of occurrence for altitude restrictions. Full-lateral compliance was generally greater than Full-lateral/full-vertical, but the delta between the rates was not always consistent. Full-lateral/full-vertical usage medians of the 2016 procedures ranged from 0 in KDEN (Denver) to 21 in KMEM (Memphis). Waypoint skips ranged from 0 to nearly 100 for specific waypoints. Altitudes restrictions were sometimes missed by systemic amounts in 1000 ft. increments from the restriction, creating multi-modal distributions. Other times, altitude misses looked to be more normally distributed around the restriction. This work is a preliminary investigation into the objective performance of instrument procedures and provides a framework to track how procedural concepts and design intervention function. In addition, this tool may aid in providing acceptability metrics as well as risk assessment information.

Stewart, Michael J.↗
NASA NTRS2017

RNAV STAR Procedural Adherence

Flight crews and air traffic controllers have reported many safety concerns regarding area navigation standard terminal arrival routes (RNAV STARs). However, our information sources to quantify these issues are limited to subjective reporting and time consuming case-by-case investigations. This work is a preliminary study into the objective performance of instrument procedures and provides a framework to track procedural concepts and assess design functionality. We created a tool and analysis methods for gauging aircraft adherence as it relates to RNAV STARs. This information is vital for comprehensive understanding of how our air traffic behaves. In this exploratory archival study, we mined the performance of 24 major US airports over the preceding three years. Overlaying radar track data on top of RNAV STAR routes provided a comparison between aircraft flight paths and the waypoint positions and altitude restrictions. NASA Ames Supercomputing resources were utilized to perform the data mining and processing. We assessed STARs by lateral transition path (full-lateral), vertical restrictions (full-lateralfull-vertical), and skipped waypoints (skips). In addition, we graphed aircraft altitudes relative to the altitude restrictions and their occurrence rates. Full-lateral adherence was generally greater than Full-lateralfull-vertical, but the difference between the rates was not always consistent. Full-lateralfull-vertical adherence medians of the 2016 procedures ranged from 0 in KDEN (Denver) to 21 in KMEM (Memphis). Waypoint skips ranged from 0 to nearly 100 for specific waypoints. Altitudes restrictions were sometimes missed by systematic amounts in 1000 ft. increments from the restriction, creating multi-modal distributions. Other times, altitude misses looked to be more normally distributed around the restriction. This tool may aid in providing acceptability metrics as well as risk assessment information.

rnav↗
NASA NTRS2017

Bird Strike Risk for Space Launch Vehicles

Within seconds after liftoff of the Space Shuttle during mission STS-114, a turkey vulture impacted the vehicle's external tank. The contact caused no apparent damage to the shuttle, but the incident led NASA to consider the potential consequences of bird strikes during a shuttle launch. The environment at Kennedy Space Center provides unique bird strike challenges due to the Merritt Island National Wildlife Refuge and the Atlantic Flyway bird migration routes. This presentation will outline an approach for estimating risk resulting from bird strikes to space launch vehicles. The migration routes, types of birds present, altitudes of those birds, exposed area of the launch vehicle, and its capability to withstand impacts all affect the risk due to bird strike. Lessons learned, challenges over lack of data, and significant risk contributors will be discussed.

Hales, Christy↗
NASA NTRS2017

Pathways to Meteoritic Glycine and Methylamine

Glycine and methylamine are meteoritic water-soluble organic compounds that provide insights into the processes that occurred before, during, and after the formation of the Solar System. Both glycine and methylamine and many of their potential synthetic precursors have been studied in astrophysical environments via observations, laboratory experiments, and modeling. Despite these studies, the synthetic mechanisms for their formation leading to their occurrence in meteorites remain poorly understood. Typical 13C-isotopic values ((delta)13C) of meteoritic glycine and methylamine are 13C-enriched relative to their terrestrial counterparts; thus, analyses of their stable carbon isotopic compositions (13C/12C) may be used not only to assess terrestrial contamination in meteorites but also to provide information about their synthetic routes inside the parent body. Here, we examine potential synthetic routes of glycine and methylamine from a common set of precursors present in carbonaceous chondrite meteorites, using data from laboratory analyses of the well-studied CM2 Murchison meteorite. Several synthetic mechanisms for the origins of glycine and methylamine found in carbonaceous chondrites may be possible, and the prevalence of these mechanisms will largely depend on (a) the molecular abundance of the precursor molecules and (b) the levels of processing (aqueous and thermal) that occurred inside the parent body. In this work, we also aim to contextualize the current knowledge about gas-phase reactions and irradiated ice grain chemistry for the synthesis of these species through parent body processes. Our evaluation of various mechanisms for the origins of meteoritic glycine and methylamine from simple species shows what work is still needed to evaluate both the abundances and isotopic compositions of simpler precursor molecules from carbonaceous chondrites as well as the effects of parent body processes on those abundances and isotopic compositions. The analyses presented here combined with the indicated measurements will aid a better interpretation of quantitative analysis of reaction rates, molecular stability, and distribution of organic products from laboratory simulations of interstellar ices, astronomical observations, and theoretical modeling.

interstellar ice↗
NASA NTRS2018

Preliminary Error Characterization and Parametric Error Model for the Automatic Dependent Surveillance - Contract Extended Projected Profile Message

A critical component of Trajectory-Based Operations (TBO) is the ability for a consistent and accurate 4-dimensional trajectory (4DT) to be shared and synchronized between airborne and ground systems as well as amongst various ground automation systems. The Aeronautical Telecommunication Network—Baseline 2 (ATN-B2) standard defines the Extended Projected Profile (EPP) trajectory that can be sent via Automatic Dependent Surveillance-Contract (ADS-C) from an aircraft to ground automation. The EPP trajectory message contains a representation of the reference trajectory from an aircraft’s Flight Management System (FMS). In this work, a set of scenarios were run in a high-fidelity aircraft and FMS simulation to perform an initial characterization of EPP trajectory errors under a given set of conditions. The parameters investigated were the route length, route type, wind magnitude error, wind direction error, and with and without a required time-of-arrival (RTA) constraint. In addition, linear regression was used to identify a set of EPP error models for the cross-track, vertical, and time errors.

Guerreiro, Nelson M.↗
NASA NTRS2014

Aircraft Trajectory Design Based on Reducing the Combined Effects of Carbon-Dioxide, Oxides of Nitrogen and Contrails

Aircraft operations need to meet the combined requirements of safety, efficiency, capacity and reduced environmental impact. Aircraft routes can be made efficient by flying wind optimal routes. However, the desire to reduce the impact of aviation emissions and contrails may result in trajectories, which deviate from wind optimal trajectories leading to extra fuel use. The lifetime associated with different emissions and contrails varies from a few hours to several hundred years. The impact of certain gases depends on the amount and location of the emission, and the decision-making horizon, in years, when the impact is estimated. The Absolute Global Temperature Potential (AGTP) is used as a metric to measure the combined effects of emissions and contrails. This paper extends earlier work by the authors to include the effect of oxides of nitrogen in the development of aircraft trajectories to reduce the combined effects of carbon dioxide, oxides of nitrogen (NOX) and contrails. The methodology is applied to air traffic in the continental US. The paper shows the trade-offs between reducing emissions and the cost of extra fuel using a fuel sensitivity index, defined as the reduction in AGTP per kg of fuel. The paper shows the performance of the optimization strategy for decision intervals of 10, 25 and 100 years. Based on the simplified models, the inclusion of NOX emissions has a slight influence on the minimal climate impact trajectories when the decision horizons are around 25 years.

air trafic optimization↗
NASA NTRS2017

Upper Blue Nile Basin Water Budget from a Multi-Model Perspective

Improved understanding of the water balance in the Blue Nile is of critical importance because of increasingly frequent hydroclimatic extremes under a changing climate. The intercomparison and evaluation of multiple land surface models (LSMs) associated with different meteorological forcing and precipitation datasets can offer a moderate range of water budget variable estimates. In this context, two LSMs, Noah version 3.3 (Noah3.3) and Catchment LSM version Fortuna 2.5 (CLSMF2.5) coupled with the Hydrological Modeling and Analysis Platform (HyMAP) river routing scheme are used to produce hydrological estimates over the region. The two LSMs were forced with different combinations of two reanalysis-based meteorological datasets from the Modern-Era Retrospective analysis for Research and Applications datasets (i.e., MERRA-Land and MERRA-2) and three observation-based precipitation datasets, generating a total of 16 experiments. Modeled evapotranspiration (ET), streamflow, and terrestrial water storage estimates were evaluated against the Atmosphere-Land Exchange Inverse (ALEXI) ET, in-situ streamflow observations, and NASA Gravity Recovery and Climate Experiment (GRACE) products, respectively. Results show that CLSMF2.5 provided better representation of the water budget variables than Noah3.3 in terms of Nash-Sutcliffe coefficient when considering all meteorological forcing datasets and precipitation datasets. The model experiments forced with observation-based products, the Climate Hazards group Infrared Precipitation with Stations (CHIRPS) and the Tropical Rainfall Measuring Mission (TRMM) Multi-Satellite Precipitation Analysis (TMPA), outperform those run with MERRA-Land and MERRA-2 precipitation. The results presented in this paper would suggest that the Famine Early Warning Systems Network (FEWS NET) Land Data Assimilation System incorporate CLSMF2.5 and HyMAP routing scheme to better represent the water balance in this region.

Rainfall↗
NASA NTRS2018

Variables Influencing RNAV STAR Adherence

In this study we investigated how variables in the aviation domain impact adherence levels of aircraft flying area navigation arrivals with optimized profile descents (RNAV OPDs) (RNAV STARs: aRea NAVigation Standard Terminal Arrival Routes). Variable categories were: weather, aircraft, procedure, and traffic. Non-adherence events analyzed were: miss above, miss below, skip before merge, and skip after merge. Miss below and miss above describe when a flight does not comply vertically with a procedure. Skips refer to a flight leaving a procedure, then returning. Findings of this work reveal that vertical events are most impacted by altitude restriction size, steepness of flight paths, and merging routes. Lateral events were impacted by merging flight conflicts, number of speed restrictions, and the flow rate of the arrival traffic. This study helps increase understanding of how the system is functioning and identifies where procedures are not flexible enough to handle the variability in normal operations.major airports, procedure design, and recommendations for future work.

RNAV OPD↗
NASA NTRS2019

Air-To-Air Background Oriented Schlieren Technique

An air-to-air background-oriented Schlieren system and method for measuring and rendering visible density changes in air that cause a refractive index change by an airborne vehicle. A sensor aircraft equipped with a high-speed visible spectrum camera travels at low airspeed on a predetermined route and on a level altitude over a background having consistent contrast and sunlight reflectivity. The target aircraft, traveling on the same predetermined route but at an altitude between the sensor aircraft and the ground (background) passes beneath the sensor aircraft. The camera on the sensor aircraft captures a series of images including a reference image immediately before the target aircraft enters the image frame followed by several data images as the target aircraft passes through the image frame. The data images are processed to calculate density gradients around the target aircraft. These density gradients include shockwaves, vortices, engine exhaust, and wakes. Air density gradients cause a refractive index change in the fluid and a slight distortion in the background pattern of the data image. Image processing that compares the data image to the reference image yields the difference caused by the density gradient.

Heineck, James Thomas↗
NASA NTRS2017

Tiltrotor Conceptual Design

This year end progress report summarizes our engineering study of a large, VTOL civil transport that we began in August 2015. The task has been to follow up on work reported in Reference 1, which described a NASA, 2005 design study showing that a 120 passenger, tiltrotor aircraft capable of cruising at 350 knots at 30,000 feet was quite feasible. The objective of our task this year has been to investigate the feasibility of a 120 passenger, tiltrotor aircraft capable of cruising at 425 to 450 knots at altitude and having VSTOL capability at Denver (i.e., 5,000 feet) with an outside air temperature (OAT) of 95°F. A corollary to our work has been to examine the suitability of the engineering tools available to conduct the concept design study we have begun. We have relegated two key pieces of corollary work to an appendix and used the body of this report to transmit progress in our preliminary performance trend studies. By way of background, in January of 2016, Mr. Harris presented a paper titled The VSTOL Performance Gap at the AHS Technical Meeting on Aeromechanics Design for Vertical Lift. This presentation is included in this year end report as Appendix A. A key concluding chart in that presentation is repeated here as Fig. 1. The Rotorcraft Branch at NASA Ames was already studying a tiltrotor suited for the regional carrier routes, but no effort beyond the 2005 results reported in Ref. 1 was going on. Therefore, we took on the task of extending the 350 knot, 120 passenger tiltrotor studies up to speeds associated with major airline routes.

Conceptual Design↗