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Foyle, David C.

Publications and source records attributed to Foyle, David C..

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Flight Deck Implications for the Implementation of an Integrated Arrival, Departure, and Surface (IADS) Traffic Management System

NASA's Airspace Technical Demonstration-2 (ATD-2) Integrated Arrival, Departure, and Surface (IADS) traffic management system integrates strategic and tactical scheduling tools for traffic sequencing from the gate to the overhead stream and back again for multi-airport, metroplex environments. The system is expected to increase airport efficiency, predictability, and throughout while improving information sharing among all airport operators. A series of knowledge elicitation sessions were conducted with commercial airline pilots and general aviation pilots to characterize airport operations and procedures. This presentation describes ATD-2 IADS-enabled Information Sharing impacts on the Flight Deck, benefits of that Information Sharing, pilot procedural changes, our pilot engagement/outreach efforts, use of a Mobile App to faciliate information flow in GA operations, and future IADS efforts at other airports/metroplexes.

IADS↗
NASA NTRS2018

ATD-2 Integrated Arrival, Departure, and Surface (IADS) Operations

The ATD-2 Integrated Arrival, Departure, and Surface (IADS) traffic management system extends integrated traffic sequencing all the way from the gate to the overhead stream and back again for multi-airport, metroplex environments. NASA and the FAA are developing the IADS system in close coordination with industry partners.

pilot procedures↗
NASA NTRS2017

Flight Deck Surface Trajectory-Based Operations (STBO): A Four-Dimensional Trajectory (4DT) Simulation

Within human factors there is burgeoning interest in the Human-Autonomy Teaming (HAT) concept as away to address the challenges of interacting with complex, increasingly autonomous systems. The HAT concept comes out of an aspiration to interact with increasingly autonomous automation as a team member, rather than simply use automation as a tool. The authors, and others, have proposed core tenets for HAT that include bi-directional communication, automation and system transparency, and advanced coordination between human and automated teammates via predefined, dynamic task sequences known as plays (Shively et al., 2017). It is believed that, with proper implementation, HAT should foster appropriate teamwork, thus increasing trust and reliance on the system, which in turn will reduce workload, increase situation awareness, and improve performance. To this end, HAT has been demonstrated and/or studied in multiple applications including search and rescue operations (Nourbakhsh et al., 2005), healthcare and medicine (Tsui Yanco, 2007), autonomous vehicles (Parasuraman, Barnes, Cosenzo, Mulgund, 2007), photography (Lachter, Brandt, Sadler, Shively, in press), and aviation (Shively et al., in press). The current paper presents one such effort to apply HAT. It details the design of a R-HAT Agent developed as part of a NASA Research Agreement awarded to Human-Autonomy Teaming Solutions Inc. (HATS Inc), and developed in collaboration with the Human-Autonomy Teaming Laboratory at NASA Ames Research Center. The role of this Agent is to mediate interaction between the automation and the human operator of an advanced ground dispatch station, with this mediation based upon previously mentioned core tenets for HAT and the many lessons learned from the HAT research literature. This dispatch station was developed to support a NASA project investigating a concept called Reduced Crew Operations (RCO; Lachter, Brandt, Battiste, Matessa, Johnson, in press). Part of the RCO concept involves a ground operator providing enhanced support to a large number of aircraft with a single pilot on the flight deck. When assisted by the Agent, operators can monitor and support or manage a large number of aircraft and use plays to respond in real-time to complicated, workload-intensive events (e.g., an airport closure). A play is a plan that encapsulates goals, tasks, and a task allocation strategy appropriate for a particular situation. In the current implementation, when a play is initiated by a user, the Agent determines what tasks need to be done and has the ability to autonomously execute them (e.g., determining diversion options and uplinking new routes to aircraft) when it is safe and appropriate. The R-HAT Agent has been designed to both support end users and research in RCO and HAT. Additionally, the Agent and its underlying architecture were developed with generalizability in mind as a modular piece of software applicable outside of RCO aviation in domains such as those mentioned above. This paper will also discuss future further development and testing of the R-HAT Agent.

Bakowski, Deborah L.↗
NASA NTRS2017

Flight Deck Surface Trajectory-Based Operations (STBO): A Four-Dimensional Trajectory (4DT) Simulation

In four-dimensional trajectory (4DT) Surface Trajectory-Based Operations (STBO), aircraft are assigned a conflict-free 4DT which defines an expected location (x,y coordinates) at all times, t, along the taxi route (with altitude, being fixed). These 4DTs afford the highest temporal certainty at all points along the taxi route, and at the departure runway. In the present study, a 4DT flight deck display was presented on the Airport Moving Map (AMM) to support pilot conformance to a 4DT clearance while taxiing under manual control. This pilot-in-the-loop simulation compared the effect of 4DT flight deck display formats on distance from the expected 4DT location, conformance to the displayed tolerance band, eyes-out time, and pilot ratings of safety and workload. In the defined-tolerance display format, a graphical representation of the expected 4DT location, with a distance-based allowable-tolerance band, was depicted on the AMM. Two defined-tolerance band sizes were tested: plus or minus 164 feet and plus or minus 405 feet. In the undefined-tolerance display format, the expected 4DT location was displayed graphically on the AMM, with no indicated allowable-tolerance bounds. Each taxi trial included 4DT speed changes (two or five, per trial) and a range of 4DT taxi speeds. Results showed that the larger (plus or minus 405 feet) defined-tolerance band yielded higher conformance levels than the smaller (plus or minus 164 feet) band, with pilots staying within the specified and displayed conformance bounds more in the larger (99.71%) than the smaller defined-tolerance band (93.37 percent). However, in terms of being able to predict the location of the aircraft compared to the expected 4DT location, the smaller defined-tolerance band resulted in pilots keeping their aircraft closer to the 4DT location, for both average distance and for a given confidence interval (e.g., 95 percent), than either the larger defined-tolerance band or the undefined-tolerance display format. The larger tolerance band yielded more “eyes-out-the-window” time than the smaller tolerance band. Pilots also rated taxing with the larger tolerance band as safer than the smaller tolerance band.

STBO↗
NASA NTRS2017

Flight Deck Surface Trajectory-Based Operations

Surface Trajectory-Based Operations (STBO) is a future concept for surface operations where time requirements are incorporated into taxi operations to support surface planning and coordination. Pilot-in-the-loop flight deck simulations have been conducted to study flight deck displays algorithms to aid pilots in complying with the time requirements of time-based taxi operations (i.e., at discrete locations in 3 12 D operations or at all points along the route in 4DT operations). The results of these studies (conformance, time-of-arrival error, eye-tracking data, and safety ratings) are presented. Flight deck simulation work done in collaboration with DLR is described. Flight deck research issues in future auto-taxi operations are also introduced.

flight deck↗
NASA NTRS2014

A Concept of Operations for Far-Term Surface Trajectory-Based Operations (STBO)

The goal of this far-term STBO (Surface Trajectory-Based Operations) ConOps (Concept of Operations) is to increase the efficiency and predictability of airport surface operations, and reduce the environmental impact, by incorporating a time-based component to surface operations. In the far-term NextGen timeframe, airport surface operations will transition from current-day first-come, first-served operations, to strategically scheduled operations in which pilots are recruited as active participants in meeting the precise time-based goals of NextGen surface operations. The far-term STBO concept includes two-phases. Phase 1 introduces time-based traffic flow constraint points, which divide the taxi route into segments with an assigned Required Time of Arrival (RTA). This Phase 1 approach provides temporal certainty only near the traffic flow constraint points, but not in between. Minimal augmentations to the flight deck are required to support required time of arrival (RTA) management. Phase 2 further increases precision and efficiency by introducing full four-dimensional (4D) trajectories, with an x-y location for all times t. This phase assumes adoption of advanced flight deck equipage enabling higher temporal precision sufficient to support aircraft conformance to 4D trajectories. This allows more precision and less temporal uncertainty at all times along the route.

Surface Trajectory-Based Operations (STBO)↗
NASA NTRS2014

Flight Deck Robustness/Conformance Testing with a Surface Management System: An Integrated Pilot-Controller Human-in-the-Loop Surface Operations Simulation

An integrated flight deck and controller human-in-the-loopsimulation was conducted with a total of 120 Dallas-Ft.Worth (DFW) taxi-out operations. In this first integratedPilot-Controller Spot and Runway Departure Advisor(SARDA) simulation, ATC Ground and Local Controllersused the SARDA decision support tool to plan and issuespot release clearances and departure clearances. TheAirport and Terminal Area Simulator (ATAS), a simulatedB737NG piloted, in turn, by 10 commercial transportparticipant pilots, was integrated into the realisticsimulation traffic environment. In the simulation,controllers used SARDA advisories to issue spot release,taxi route, and runway/departure radio voice clearances toall aircraft on the airport surface. Simulation resultsindicated that under a variety of observed pilot/aircraftperformance variations, SARDA yielded controlleradvisories that were: Supportive of current-day time-basedoperations; Compatible with controllers’ expectations;Predictive of actual take-off times; and, Adaptable to offnominalevents. An Information Sharing Display, thatpresented SARDA sequence and timing information on theflight deck, was considered useful for both NextGenoperations and current-day time-based Traffic ManagementInitiative (TMI) operations.

Foyle, David C.↗
NASA NTRS2013

NextGen Flight Deck Surface Trajectory-Based Operations (STBO): Contingency Holds

The purpose of this pilot-in-the-loop taxi simulation was to investigate a NextGen Surface Trajectory-Based Operations (STBO) concept called "contingency holds." The contingency-hold concept parses a taxi route into segments, allowing an air traffic control (ATC) surface traffic management (STM) system to hold an aircraft when necessary for safety. Under nominal conditions, if the intersection or active runway crossing is clear, the hold is removed, allowing the aircraft to continue taxiing without slowing, thus improving taxi efficiency, while minimizing the excessive brake use, fuel burn, and emissions associated with stop-and-go taxi. However, when a potential traffic conflict exists, the hold remains in place as a fail-safe mechanism. In this departure operations simulation, the taxi clearance included a required time of arrival (RTA) to a specified intersection. The flight deck was equipped with speed-guidance avionics to aid the pilot in safely meeting the RTA. On two trials, the contingency hold was not released, and pilots were required to stop. On two trials the contingency hold was released 15 sec prior to the RTA, and on two trials the contingency hold was released 30 sec prior to the RTA. When the hold remained in place, all pilots complied with the hold. Results also showed that when the hold was released at 15-sec or 30-sec prior to the RTA, the 30-sec release allowed pilots to maintain nominal taxi speed, thus supporting continuous traffic flow; whereas, the 15-sec release did not. The contingency-hold concept, with at least a 30-sec release, allows pilots to improve taxiing efficiency by reducing braking, slowing, and stopping, but still maintains safety in that no pilots "busted" the clearance holds. Overall, the evidence suggests that the contingency-hold concept is a viable concept for optimizing efficiency while maintaining safety.

NextGen↗
NASA NTRS2013

Modeling and Evaluating Pilot Performance in NextGen: Review of and Recommendations Regarding Pilot Modeling Efforts, Architectures, and Validation Studies

NextGen operations are associated with a variety of changes to the national airspace system (NAS) including changes to the allocation of roles and responsibilities among operators and automation, the use of new technologies and automation, additional information presented on the flight deck, and the entire concept of operations (ConOps). In the transition to NextGen airspace, aviation and air operations designers need to consider the implications of design or system changes on human performance and the potential for error. To ensure continued safety of the NAS, it will be necessary for researchers to evaluate design concepts and potential NextGen scenarios well before implementation. One approach for such evaluations is through human performance modeling. Human performance models (HPMs) provide effective tools for predicting and evaluating operator performance in systems. HPMs offer significant advantages over empirical, human-in-the-loop testing in that (1) they allow detailed analyses of systems that have not yet been built, (2) they offer great flexibility for extensive data collection, (3) they do not require experimental participants, and thus can offer cost and time savings. HPMs differ in their ability to predict performance and safety with NextGen procedures, equipment and ConOps. Models also vary in terms of how they approach human performance (e.g., some focus on cognitive processing, others focus on discrete tasks performed by a human, while others consider perceptual processes), and in terms of their associated validation efforts. The objectives of this research effort were to support the Federal Aviation Administration (FAA) in identifying HPMs that are appropriate for predicting pilot performance in NextGen operations, to provide guidance on how to evaluate the quality of different models, and to identify gaps in pilot performance modeling research, that could guide future research opportunities. This research effort is intended to help the FAA evaluate pilot modeling efforts and select the appropriate tools for future modeling efforts to predict pilot performance in NextGen operations.

pilot human performance models↗
NASA NTRS2013

Evaluating Nextgen Closely Spaced Parallel Operations Concepts with Validated Human Performance Models: Flight Deck Guidelines

The objectives of the current research were to develop valid human performance models (HPMs) of approach and land operations; use these models to evaluate the impact of NextGen Closely Spaced Parallel Operations (CSPO) on pilot performance; and draw conclusions regarding flight deck display design and pilot-ATC roles and responsibilities for NextGen CSPO concepts. This document presents guidelines and implications for flight deck display designs and candidate roles and responsibilities. A companion document (Gore, Hooey, Mahlstedt, & Foyle, 2013) provides complete scenario descriptions and results including predictions of pilot workload, visual attention and time to detect off-nominal events.

guidelines↗
NASA NTRS2013

Flight Deck Surface Trajectory-based Operations (STBO): Results of Piloted Simulations and Implications for Concepts of Operation (ConOps)

The results offour piloted medium-fidelity simulations investigating flight deck surface trajectory-based operations (STBO) will be reviewed. In these flight deck STBO simulations, commercial transport pilots were given taxi clearances with time and/or speed components and required to taxi to the departing runway or an intermediate traffic intersection. Under a variety of concept of operations (ConOps) and flight deck information conditions, pilots' ability to taxi in compliance with the required time of arrival (RTA) at the designated airport location was measured. ConOps and flight deck information conditions explored included: Availability of taxi clearance speed and elapsed time information; Intermediate RTAs at intermediate time constraint points (e.g., intersection traffic flow points); STBO taxi clearances via ATC voice speed commands or datal ink; and, Availability of flight deck display algorithms to reduce STBO RTA error. Flight Deck Implications. Pilot RTA conformance for STBO clearances, in the form of ATC taxi clearances with associated speed requirements, was found to be relatively poor, unless the pilot is required to follow a precise speed and acceleration/deceleration profile. However, following such a precise speed profile results in inordinate head-down tracking of current ground speed, leading to potentially unsafe operations. Mitigating these results, and providing good taxi RTA performance without the associated safety issues, is a flight deck avionics or electronic flight bag (EFB) solution. Such a solution enables pilots to meet the taxi route RTA without moment-by-moment tracking of ground speed. An avionics or EFB "error-nulling" algorithm allows the pilot to view the STBO information when the pilot determines it is necessary and when workload alloys, thus enabling the pilot to spread his/her attention appropriately and strategically on aircraft separation airport navigation, and the many other flight deck tasks concurrently required. Surface Traffic Management (STM) System Implications. The data indicate a number of implications regarding specific parameters for ATC/STM algorithm development. Pilots have a tendency to arrive at RTA points early with slow required speeds, on time for moderate speeds, and late with faster required speeds. This implies that ATC/STM algorithms should operate with middle-range speeds, similar to that of non-STBO taxi performance. Route length has a related effect: Long taxi routes increase the earliness with slow speeds and the lateness with faster speeds. This is likely due to the" open-loop" nature of the task in which the speed error compounds over a longer time with longer routes. Results showed that this may be mitigated by imposing a small number oftime constraint points each with their own RTAs effectively tuming a long route into a series of shorter routes - and thus improving RTA performance. STBO ConOps Implications. Most important is the impact that these data have for NextGen STM system ConOps development. The results of these experiments imply that it is not reasonable to expect pilots to taxi under a "Full STBO" ConOps in which pilots are expected to be at a predictable (x,y) airport location for every time (t). An STBO ConOps with a small number of intermediate time constraint points and the departing runway, however, is feasible, but only with flight deck equipage enabling the use of a display similar to the "error-nulling algorithm/display" tested.

Foyle, David C.↗
NASA NTRS2013

A Validated Set of MIDAS V5 Task Network Model Scenarios to Evaluate Nextgen Closely Spaced Parallel Operations Concepts

The Closely Spaced Parallel Operations (CSPO) scenario is a complex, human performance model scenario that tested alternate operator roles and responsibilities to a series of off-nominal operations on approach and landing (see Gore, Hooey, Mahlstedt, Foyle, 2013). The model links together the procedures, equipment, crewstation, and external environment to produce predictions of operator performance in response to Next Generation system designs, like those expected in the National Airspaces NextGen concepts. The task analysis that is contained in the present report comes from the task analysis window in the MIDAS software. These tasks link definitions and states for equipment components, environmental features as well as operational contexts. The current task analysis culminated in 3300 tasks that included over 1000 Subject Matter Expert (SME)-vetted, re-usable procedural sets for three critical phases of flight; the Descent, Approach, and Land procedural sets (see Gore et al., 2011 for a description of the development of the tasks included in the model; Gore, Hooey, Mahlstedt, Foyle, 2013 for a description of the model, and its results; Hooey, Gore, Mahlstedt, Foyle, 2013 for a description of the guidelines that were generated from the models results; Gore, Hooey, Foyle, 2012 for a description of the models implementation and its settings). The rollout, after landing checks, taxi to gate and arrive at gate illustrated in Figure 1 were not used in the approach and divert scenarios exercised. The other networks in Figure 1 set up appropriate context settings for the flight deck.The current report presents the models task decomposition from the tophighest level and decomposes it to finer-grained levels. The first task that is completed by the model is to set all of the initial settings for the scenario runs included in the model (network 75 in Figure 1). This initialization process also resets the CAD graphic files contained with MIDAS, as well as the embedded operator models that comprise MIDAS. Following the initial settings, the model progresses to begin the first tasks required of the two flight deck operators, the Captain (CA) and the First Officer (FO). The task sets will initialize operator specific settings prior to loading all of the alerts, probes, and other events that occur in the scenario. As a note, the CA and FO were terms used in developing this model but the CA can also be thought of as the Pilot Flying (PF), while the FO can be considered the Pilot-Not-Flying (PNF)or Pilot Monitoring (PM). As such, the document refers to the operators as PFCA and PNFFO respectively.

task network model↗
NASA NTRS2012

DataComm in Flight Deck Surface Trajectory-Based Operations

The purpose of this pilot-in-the-loop aircraft taxi simulation was to evaluate a NextGen concept for surface trajectory-based operations (STBO) in which air traffic control (ATC) issued taxi clearances with a required time of arrival (RTA) by Data Communications (DataComm). Flight deck avionics, driven by an error-nulling algorithm, displayed the speed needed to meet the RTA. To ensure robustness of the algorithm, the ability of 10 two-pilot crews to meet the RTA was tested in nine experimental trials representing a range of realistic conditions including a taxi route change, an RTA change, a departure clearance change, and a crossing traffic hold scenario. In some trials, these DataComm taxi clearances or clearance modifications were accompanied by preview information, in which the airport map display showed a preview of the proposed route changes, including the necessary speed to meet the RTA. Overall, the results of this study show that with the aid of the RTA speed algorithm, pilots were able to meet their RTAs with very little time error in all of the robustness-testing scenarios. Results indicated that when taxi clearance changes were issued by DataComm only, pilots required longer notification distances than with voice communication. However, when the DataComm was accompanied by graphical preview, the notification distance required by pilots was equivalent to that for voice.

Bakowski, Deborah L.↗
NASA NTRS2012

Extending Validated Human Performance Models to Explore NextGen Concepts

To meet the expected increases in air traffic demands, NASA and FAA are researching and developing Next Generation Air Transportation System (NextGen) concepts. NextGen will require substantial increases in the data available to pilots on the flight deck (e.g., weather,wake, traffic trajectory predictions, etc.) to support more precise and closely coordinated operations (e.g., self-separation, RNAV/RNP, and closely spaced parallel operations, CSPOs). These NextGen procedures and operations, along with the pilot's roles and responsibilities, must be designed with consideration of the pilot's capabilities and limitations. Failure to do so will leave the pilots, and thus the entire aviation system, vulnerable to error. A validated Man-machine Integration and design Analysis System (MIDAS) v5 model was extended to evaluate anticipated changes to flight deck and controller roles and responsibilities in NextGen approach and Land operations. Compared to conditions when the controllers are responsible for separation on decent to land phase of flight, the output from these model predictions suggest that the flight deck response time to detect the lead aircraft blunder will decrease, pilot scans to the navigation display will increase, and workload will increase.

Gore, Brian Francis↗
NASA NTRS2012

A Design Rationale Capture Tool to Support Design Verification and Re-use

A design rationale tool (DR tool) was developed to capture design knowledge to support design verification and design knowledge re-use. The design rationale tool captures design drivers and requirements, and documents the design solution including: intent (why it is included in the overall design); features (why it is designed the way it is); information about how the design components support design drivers and requirements; and, design alternatives considered but rejected. For design verification purposes, the tool identifies how specific design requirements were met and instantiated within the final design, and which requirements have not been met. To support design re-use, the tool identifies which design decisions are affected when design drivers and requirements are modified. To validate the design tool, the design knowledge from the Taxiway Navigation and Situation Awareness (T-NASA; Foyle et al., 1996) system was captured and the DR tool was exercised to demonstrate its utility for validation and re-use.

design verification↗
NASA NTRS2012

DataComm in Flight Deck Surface Trajectory-Based Operations

The purpose of this pilot-in-the-loop aircraft taxi simulation was to evaluate a NextGen concept for surface trajectory-based operations (STBO) in which air traffic control (ATC) issued taxi clearances with a required time of arrival (RTA) by Data Communications (DataComm). Flight deck avionics, driven by an error-nulling algorithm, displayed the speed needed to meet the RTA. To ensure robustness of the algorithm, the ability of 10 two-pilot crews to meet the RTA was tested in nine experimental trials representing a range of realistic conditions including a taxi route change, an RTA change, a departure clearance change, and a crossing traffic hold scenario. In some trials, these DataComm taxi clearances or clearance modifications were accompanied by 'preview' information, in which the airport map display showed a preview of the proposed route changes, including the necessary speed to meet the RTA. Overall, the results of this study show that with the aid of the RTA speed algorithm, pilots were able to meet their RTAs with very little time error in all of the robustness-testing scenarios. Results indicated that when taxi clearance changes were issued by DataComm only, pilots required longer notification distances than with voice communication. However, when the DataComm was accompanied by graphical preview, the notification distance required by pilots was equivalent to that for voice.

NextGen↗
NASA NTRS2009

Flight Deck Display Technologies for 4DT and Surface Equivalent Visual Operations

NASA research is focused on flight deck display technologies that may significantly enhance situation awareness, enable new operating concepts, and reduce the potential for incidents/accidents for terminal area and surface operations. The display technologies include surface map, head-up, and head-worn displays; 4DT guidance algorithms; synthetic and enhanced vision technologies; and terminal maneuvering area traffic conflict detection and alerting systems. This work is critical to ensure that the flight deck interface technologies and the role of the human participants can support the full realization of the Next Generation Air Transportation System (NextGen) and its novel operating concepts.

Prinzel, Lawrence J., III↗