The Terminal Area Precision Scheduling System (TAPSS) research at NASA Ames Research Center tested the integration of many of NASA's technologies that aim to improve operations in the airspace immediately surrounding the airport, known as the terminal area. TAPSS research uses human-in-the-loop simulations to evaluate the performance of the NextGen tools in congested airspace where there is a significant need for high-precision automation aids. Traditionally, most arrival delay is absorbed near the airport where controllers and pilots use vectoring, or circling, to accommodate delay, which increases congestion in the terminal area. By applying simple variations in speed from cruise altitude to landing, instead of vectoring in the terminal area, small amounts of delay are distributed over the length of a flight, relieving some of the congestion that builds up near the airport. This leads to a much more efficient flow into busy terminal areas, less fuel burn, and reduced workload for pilots and controllers.
During development Flight Research Associates assisted TAPPS researchers by providing Air Traffic Control subject matter experts from both Southern California Approach and Los Angeles Center to help create the scenarios that were used. During the data collection portion of TAPPS, FRA provided twelve pseudo pilots and eight controllers from both the TRACON and the Center to run through the scenarios the TAPPS research team created so they could obtain valuable human in the loop data.
NASA is working to improve the safety of the nation's air transportation system by developing new tools and procedures that will someday replace the legacy conflict prediction software in place today (Conflict Alert). A promising NASA technology, called Tactical Separation Assured Flight Environment (TSAFE), relies on a dual trajectory algorithm, based on flight intent information in addition to dead reckoning, to calculate trajectories. TSAFE is already being proposed for use in en route airspace, but the complexity of terminal airspace poses unique challenges. NASA's solution is a tactical conflict detection and resolution tool designed specifically for the complexities of terminal airspace, called Terminal Tactical Separation Assured Flight Environment, or Terminal TSAFE.
Future Terminal TSAFE research will involve more extensive testing. In addition, human-in-the-loop experiments simulating air traffic operations in the Southern California TRACON are planned for March and August 2011 to further evaluate Terminal TSAFE's performance and its effect on controller workload.
NASA is currently researching the Efficient Descent Advisor (EDA), a tool for air traffic controllers that synchronizes the descents of all arrival aircraft so that each can maintain a Continuous Descent Approach (CDA) that minimizes noise and emissions while avoiding other traffic and maximizing runway throughput. EDA advises aircraft and controllers of where and when to initiate the descent and the mach/speed profile to maintain in the descent to the meter fix and eventually the runway. EDA works in synergy with NASA's previously deployed Traffic Management Advisor tool, which creates a time-based metering arrival schedule that EDA aims to meet with its CDA solutions for maximum runway throughput. Before being presented to the controller, EDA solutions are probed and adjusted as necessary to avoid separation conflicts with other aircraft along the arrival path, thereby minimizing the chance that a controller will have to disrupt the continuous descent.
Working with controllers and pilots, simulations were conducted to develop the EDA prototype and associated air-ground procedures. Preliminary results indicate that EDA successfully computed conflict-free, on-time arrival solutions resulting in a continuous descent to the meter fix for over 95% of the arrival traffic. Data were collected to assess the accuracy of EDA trajectory computations and their effectiveness in keeping aircraft properly separated and in conformance with their time-based metering constraints.
There is an increasing need to fly UAS in the NAS to perform missions of vital importance to national security and defense, emergency management, science, and to enable commercial applications. One example is the use of a Predator UAS by the Department of Homeland Security to fly over the Nation's borders.
Current Federal aviation regulations are built upon the condition of a pilot being in the aircraft. There exist few regulations specifically addressing UAS. Because of this, the technologies and procedures to enable seamless operation and integration of UAS in the NAS need to be developed, validated, and employed by FAA through rule making and policy development.
The goal of the UAS integration in NAS research is to contribute capabilities that reduce technical barriers related to the safety and operational challenges of enabling routine UAS access to the NAS. This goal will be accomplished through a two-phased approach based on development of system-level integration of key concepts, technologies, and/or procedures, and demonstrations of integrated capabilities in an operationally relevant environment. The project will conduct integrated test and evaluation focusing on four technical challenges: separation assurance, communications, human systems integration, and certification.
The primary purposes of the air traffic control system are to keep aircraft safely separated and to minimize delay. During a typical day, up to 5000 aircraft fly in the National Airspace System at any given time and that number is expected to increase. Several factors limit airspace capacity, including severe weather and high demand at major airports, but overwhelming controller workload is a major concern when it comes to maintaining safety.
NASA is currently developing the Trajectory-Based Automation System (TBAS), which will enable an increase in the number of aircraft a controller can safely manage. TBAS detects traffic conflicts and displays them to the controller. Because TBAS supports multiple levels of automation, conflict resolutions may be generated manually by the controller or automatically by the system, and then transmitted to the aircraft using data-link communications. By eliminating some of the manual work that a controller traditionally performs, TBAS allows the controller to manage a larger volume of airspace containing higher densities of aircraft.
This human-in-the-loop study focused on using TBAS in the Fort Worth Center airspace. The study used a majority of the facility including the Boeing 747-400 simulator, Advanced Concept Flight Simulator (ACFS), Experiment Operator Station (EOS), radar air traffic control lab and the pseudo pilot lab. During development, Flight Research Associates provided air traffic control subject matter experts with experience in the Fort Worth ARTCC to help create the scenarios that would be tested. During the data collection phase, FRA provided different groups of air traffic controllers, pseudo pilots and airline flight crews to participate in the study.
This project used the ACFS flight simulator to evaluate new CDU/FMS "emergency pages" designed to help the pilots choose an emergency landing site in high workload and high stress situations. Pilots flew multiple scenarios with different combinations of aircraft damage and flight control failures. These scenarios involved different locations and flight plans, different weather conditions, and different damage/failure models affecting the capabilities and handling of the aircraft. The pilots were tasked with choosing an emergency landing site and getting the aircraft safely on the ground with and without the use of these new emergency pages.
The Terminal Area Paired Procedures Research (TAPPR) project was completed in July 2010 using the Radar ATC Laboratory and the Advanced Concept Flight Simulator (ACFS) in the Crew Vehicle Systems Research Facility. This concept allows paired landings to closely spaced parallel runways in IFR conditions furthering the NextGen goal of increasing the capacity of airports in all weather conditions.
The simulation was conducted in the airspace surrounding the San Francisco airport because of the airport's existing 750-foot parallel arrival runways and its proximity to other major airports which adds complexity to the TRACON airspace.
Flight Research Associates provided researchers with air traffic controllers and commercial pilots to work as Subject Matter Experts while developing the project. During the data collection phase FRA provided a staff pilot to help work with the researchers as well as air traffic controllers, commercial pilots and pseudo pilots to participate in the study.
NASA's Spot and Runway Departure Advisor (SARDA) is being designed to help tower controllers: maintain a smooth, uninterrupted flow of aircraft moving towards the runway for departure to maximize runway throughput; keep the departure queue at a minimum; and reduce runway crossing wait times. For Ground Controllers, SARDA creates an optimal schedule for releasing aircraft from spots into the taxiway. It provides sequence and timing advisories that minimize the buildup of traffic in the taxiway or runway queue, while still maintaining maximum throughput. Departing aircraft can therefore remain in the ramp area with engines off until just before their scheduled spot departure time, and when advised, they can proceed straight to the runway without stopping for other traffic, thus significantly reducing fuel burn and environmental emissions.
NASA completed real-time, human-in-the loop simulations using NASA Ames Research Centers Future Flight Central facility to study the performance of the SARDA system. Multiple test scenarios, including normal and heavy traffic levels, were created for the simulations based on actual DFW surface traffic data. Experienced DFW controllers participated in the experiment and provided NASA researchers with valuable data concerning workload and situation awareness. Initial results show that the average taxi time delay per departure aircraft in the movement area (the taxiways and runways) was reduced by 66% and the average fuel consumption per departure aircraft in the movement area was reduced by 38%.
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.
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 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.
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.
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.
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.
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.
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.
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.
