Flight Research
Associates
Los Angeles International North Airfield Study
Los Angeles International Airport is the fourth busiest airfield in the nation. Air traffic has grown rapidly over the past ten years. However, the airfield and airspace have the same capacity and configuration they did ten years ago. Runway incursions have also increased over the past five years. Despite numerous changes to pavement markings, operating procedures, taxiway lighting and air traffic control procedures, the number of incursions continues to be of grave concern. The FAA and the City of Los Angeles Department of Airports (the operator of Los Angeles International Airport) has determined that resolving the runway incursion problem requires a more robust analysis of operations at Los Angeles International Airport.
The study in NASAs FutureFlight Central evaluated both current and proposed air traffic control techniques, pilot procedures, airfield pavement geometry, and traffic management solutions to reduce runway incursions at LAX. FutureFlight Centrals tower cab was reconfigured to accurately represent the LAX tower. Air traffic scenarios of peak arrival and peak departure times were prepared for testing in both visual and instrument conditions. Flight Research Associates provided participants from the FAA, LAX and United Airlines to participate in the project as well as subject matter experts (SME) including experienced air traffic controllers and commercial pilots to help develop the project.
End Around Taxiway (EATS) I & II
Flight Research Associates provided approximately 30 pilots and air traffic controllers to participate in a simulation of The Dallas/Fort Worth International Airport (DFW) to determine the effects of the construction and operation of End-around Taxiways (EAT) for runways on both the east and west sides of the airport. The simulation was used to determine the operational efficiency of the new taxiways and to determine if pilots can distinguish if an aircraft is crossing the departure end of the runway or utilizing the End-around Taxiway.The study was conducted in two parts, using NASAs Future Flight Central control tower simulator and NASAs B747-400 flight simulator.
Flight Research Associates provided approximately 30 pilots and air traffic controllers to participate in a simulation of The Dallas/Fort Worth International Airport (DFW) to determine the effects of the construction and operation of End-around Taxiways (EAT) for runways on both the east and west sides of the airport. The simulation was used to determine the operational efficiency of the new taxiways and to determine if pilots can distinguish if an aircraft is crossing the departure end of the runway or utilizing the End-around Taxiway.
The study was conducted in two parts, using NASAs Future Flight Central control tower simulator and NASAs B747-400 flight simulator.
DFW End-around Taxi System
Evaluation of Modified ATC Phraseology for RNAV
Standard Instrument Departure Clearances
Flight Research Associates provided 24 pilots for this FAA study of a proposed departure climb procedure. The study was conducted by FAA researchers on behalf of the Pilot/Controller Phraseology and Procedures Action Team. The study addressed a need to establish Climb Via procedures and phraseology for Standard Instrument Departures similar to the descend via procedures in use for Standard Terminal Arrival Routes. The airport environment simulated was Las Vegas International Airport. Flight operations were conducted using NASAs B747-400 flight simulator.
Augmented Reality Tower Tool (ARTT)
Flight Research Associates provided 5 air traffic controllers at Moffett Field control tower to participate in a study for the development of a tool for air traffic controllers to observe and identify aircraft during periods of reduced visibility.
Chicago OMP Ultimate-phase Real-Time Simulation
and Workload Evaluation (COURSE)
Existing Airport Layout
OMP Airport Layout Plan
Flight Research Associates provided 30 air traffic controllers and simulation pilots for this study involving the OHare Modernization Program (OMP). This real-time, human-in-the-loop study was conducted at NASAs Future Flight Central (FFC) and simulated the proposed airport layout plan with envisioned increased traffic levels. FRAs pilots and controllers received a NASA Group Achievement Award for their participation in this project.
Surface Operation Automation Research (SOAR) Concept
Flight Research Associates provided approximately 20 air traffic controllers and simulation pilots for this simulation that tested the ability of the SOAR flight deck and ATC automation tools to improve airport and airspace capacity. It also examined human performance issues with regard to changing roles and responsibilities of the pilot and controller associated with the new automation tool. Simulating Dallas/Fort Worth International Airport, NASAs Future Flight Central and the Advanced Concepts Flight Simulator were linked to allow their simultaneous participation in the simulation.
Crew Procedures for Trajectory-Based Negotiations (CPTBN)
Researchers at NASA Ames continue to study automation of cockpit operations as a way to assist pilots in moving aircraft more safely and efficiently through todays airspace, while looking forward to future requirements and capabilities. A series of studies are being conducted in the B747-400 Flight Simulator at SimLabs Crew-Vehicle Systems Research Facility (CVSRF) for Trajectory-Based solutions to aircraft conflict resolution.
Automated systems on the ground monitor all traffic and when conflicts are identified, compute a 4D (3D + time) resolution to the problem. This latest study looked at how to get this information to the pilots with clarity and expedience. The study proposed possible adaptation of Future Air Navigation System (FANS), used for over a decade on over-water flight operations, to domestic operations in US airspace. FANS provides datalinked flight plan modifications directly to aircraft on-board Flight Management Systems (FMS).This latest research investigated crew procedures that could be utilized to integrate FANS into an even more dynamic system, i.e. a system in which pilots access and review 4D clearances, then either accept or reject the clearance, all without use of radio frequencies.
Automated systems on the ground monitor all traffic and when conflicts are identified, compute a 4D (3D + time) resolution to the problem. This latest study looked at how to get this information to the pilots with clarity and expedience. The study proposed possible adaptation of Future Air Navigation System (FANS), used for over a decade on over-water flight operations, to domestic operations in US airspace. FANS provides datalinked flight plan modifications directly to aircraft on-board Flight Management Systems (FMS).
This latest research investigated crew procedures that could be utilized to integrate FANS into an even more dynamic system, i.e. a system in which pilots access and review 4D clearances, then either accept or reject the clearance, all without use of radio frequencies.
Flight Operations Quality Assurance in Training (FOQA)
How do airlines monitor aircrew quality? This question is as old as the airline business. In the last decade a new concept called Flight Operations Quality Assurance (FOQA) was introduced to the air transportation industry and many carriers have embraced the concept. Under the FOQA program, monitors are installed on aircraft for recording numerous flight parameters over a significant number of flights before being downloaded for analysis. The most important part of the program is the anonymity of flight crews. FOQA is a tool used for trending specific aircraft types and fleets to help identify areas, especially during the departure and arrival phases of flight, that might be addressed for safety or efficiency reasons.
NASA, in partnership with United Parcel Services (UPS), has embarked on a project that takes the FOQA theme into the training arena. UPS is training flight crews on NASAs 747-400 simulator at the SimLabs at Ames Research Center. Part of this training is the Line Operations Flight Training phase (LOFT). This training involves actual flight scenarios from takeoff to arrival under normal flight conditions.
NASA staff is collecting the same FOQA data that would be collected on the actual flight during LOFT scenarios. Crew anonymity once again is guaranteed. This data is then available to both NASA and UPS researchers for evaluation. UPS is interested in the de-identified data for both the effectiveness of the initial qualification training as well as trend analysis during recurrent training. NASA scientists are collecting valuable data that will be used in Next Generation Air Transportation System (NextGen) research to include trajectory guidance and 4D approaches.
The FOQA data acquisition project is one way NASA is working with new partners to benefit aeronautics and future Air Transportation Systems.
SimLabs' 747-400 simulator
Ivanpah Valley Airfield Alternative Analysis
NASA SimLabs' FutureFlight Central conducted a series of real-time simulations in the spring of 2007 to evaluate two layout alternatives for the proposed Ivanpah Valley Airport. The airport will help alleviate congestion at Las Vegas McCarran International Airport, which can no longer expand because of the existing housing and commercial development that surrounds it.
The real-time simulation provided a unique preview of the efficiency and safety of the designs. Simulation experiments were conducted under anticipated opening day traffic volume, and two future levels up to that forecast for 2025. Experiments stressed the two airfield configurations to determine which will more efficiently accommodate a future continuous and high demand flow of traffic.
Data from the simulations depicting opening day traffic volume did not evidence an appreciable benefit between the two alternatives, although controllers favored the widely spaced layout as safer.
At the higher traffic level, the data indicated a larger and more consistent differential between the two alternatives. The Closely-Spaced Runway Plan showed a 40% higher average inbound taxi time. Interaction of arrivals and departures for the Closely-Spaced Runway Plan resulted in a nominal average delay of two minutes for arrivals due to runway crossings. Subjective data from the high traffic level scenarios clearly identified higher workload levels and safety concerns for the Closely-Spaced Runway Plan. The air traffic controller participants rated the Widely-Spaced Runway Plan to be more efficient, easy to manage and safe.
At the highest traffic level, with continuous peak departures, the Widely Spaced Runway Plan showed a greater ability to handle the demand. The departure rate for the Widely-Spaced Runway Plan was approximately 15 departures per hour higher than for the Closely-Spaced Runway Plan. The average inbound taxi time for the Closely-Spaced Runway Plan was 55% higher than for the Widely-Spaced Runway Plan. Arrival aircraft were delayed nominally 4.5 minutes due to runway crossings on the Closely-Spaced Plan.
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