Results for “COMMERCIAL AVIATION” — Page 10

NASA NTRS2012

Functional Near Infrared Spectroscopy: Watching the Brain in Flight

Functional Near Infrared Spectroscopy (fNIRS) is an emerging neurological sensing technique applicable to optimizing human performance in transportation operations, such as commercial aviation. Cognitive state can be determined via pattern classification of functional activations measured with fNIRS. Operational application calls for further development of algorithms and filters for dynamic artifact removal. The concept of using the frequency domain phase shift signal to tune a Kalman filter is introduced to improve the quality of fNIRS signals in real-time. Hemoglobin concentration and phase shift traces were simulated for four different types of motion artifact to demonstrate the filter. Unwanted signal was reduced by at least 43%, and the contrast of the filtered oxygenated hemoglobin signal was increased by more than 100% overall. This filtering method is a good candidate for qualifying fNIRS signals in real time without auxiliary sensors.

Harrivel, Angela↗

NASA NTRS2014

Enabling Electric Propulsion for Flight - Hybrid Electric Aircraft Research at AFRC

Advances in electric machine efficiency and energy storage capability are enabling a new alternative to traditional propulsion systems for aircraft. This has already begun with several small concept and demonstration vehicles, and NASA projects this technology will be essential to meet energy and emissions goals for commercial aviation in the next 30 years. In order to raise the Technology Readiness Level of electric propulsion systems, practical integration and performance challenges will need to be identified and studied in the near-term so that larger, more advanced electric propulsion system testbeds can be designed and built. Researchers at NASA Armstrong Flight Research Center are building up a suite of test articles for the development, integration, and validation of these systems in a real world environment.

electric propulsion↗

NASA NTRS2014

NASA Fixed Wing Project: Green Technologies for Future Aircraft Generation

Commercial aviation relies almost entirely on subsonic fixed wing aircraft to constantly move people and goods from one place to another across the globe. While air travel is an effective means of transportation providing an unmatched combination of speed and range, future subsonic aircraft must improve substantially to meet efficiency and environmental targets.The NASA Fundamental Aeronautics Fixed Wing (FW) Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. Multidisciplinary advances are required in aerodynamic efficiency to reduce drag, structural efficiency to reduce aircraft empty weight, and propulsive and thermal efficiency to reduce thrust-specific energy consumption (TSEC) for overall system benefit. Additionally, advances are required to reduce perceived noise without adversely affecting drag, weight, or TSEC, and to reduce harmful emissions without adversely affecting energy efficiency or noise.The paper will highlight the Fixed Wing project vision of revolutionary systems and technologies needed to achieve these challenging goals. Specifically, the primary focus of the FW Project is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe

Subsonic Transports↗

NASA NTRS2016

Management of Asymptomatic Renal Stones in Astronauts

Introduction: Management guidelines were created to screen and manage asymptomatic renal stones in U.S. astronauts. The risks for renal stone formation in astronauts due to bone loss and hypercalcuria are unknown. Astronauts have a stone risk which is about the same as commercial aviation pilots, which is about half that of the general population. However, proper management of this condition is still crucial to mitigate health and mission risks in the spaceflight environment. Methods: An extensive review of the literature and current aeromedical standards for the monitoring and management of renal stones was done. The NASA Flight Medicine Clinic's electronic medical record and Longitudinal Survey of Astronaut Health were also reviewed. Using this work, a screening and management algorithm was created that takes into consideration the unique operational environment of spaceflight. Results: Renal stone screening and management guidelines for astronauts were created based on accepted standards of care, with consideration to the environment of spaceflight. In the proposed algorithm, all astronauts will receive a yearly screening ultrasound for renal calcifications, or mineralized renal material (MRM). Any areas of MRM, 3 millimeters or larger, are considered a positive finding. Three millimeters approaches the detection limit of standard ultrasound, and several studies have shown that any stone that is 3 millimeters or less has an approximately 95 percent chance of spontaneous passage. For mission-assigned astronauts, any positive ultrasound study is followed by low-dose renal computed tomography (CT) scan, and flexible ureteroscopy if CT is positive. Other specific guidelines were also created. Discussion: The term "MRM" is used to account for small areas of calcification that may be outside the renal collecting system, and allows objectivity without otherwise constraining the diagnostic and treatment process for potentially very small calcifications of uncertain significance. However, a small asymptomatic MRM or stone within the renal collecting system may become symptomatic, and so affect launch and flight schedules, cause incapacitation during flight, and ultimately require medical evacuation. For exploration class missions, evacuation is unlikely. The new screening and management algorithm allows better management of mission risks, and will define the true incidence of renal stones in U.S. astronauts. This information will be used to refine future screening, countermeasures and treatment methods; and will also inform the needed capabilities to be flown on exploration-class missions.

Reyes, David↗

NASA NTRS2016

Management of Asymptomatic Renal Stones in Astronauts

Introduction: Management guidelines were created to screen and manage asymptomatic renal stones in U.S. astronauts. The risks for renal stone formation in astronauts due to bone loss and hypercalcuria are unknown. Astronauts have a stone risk which is about the same as commercial aviation pilots, which is about half that of the general population. However, proper management of this condition is still crucial to mitigate health and mission risks in the spaceflight environment. Methods: An extensive review of the literature and current aeromedical standards for the monitoring and management of renal stones was done. The NASA Flight Medicine Clinic's electronic medical record and Longitudinal Survey of Astronaut Health were also reviewed. Using this work, a screening and management algorithm was created that takes into consideration the unique operational environment of spaceflight. Results: Renal stone screening and management guidelines for astronauts were created based on accepted standards of care, with consideration to the environment of spaceflight. In the proposed algorithm, all astronauts will receive a yearly screening ultrasound for renal calcifications, or mineralized renal material (MRM). Any areas of MRM, 3 millimeters or larger, are considered a positive finding. Three millimeters approaches the detection limit of standard ultrasound, and several studies have shown that any stone that is 3 millimeters or less has an approximately 95 percent chance of spontaneous passage. For mission-assigned astronauts, any positive ultrasound study is followed by low-dose renal computed tomography (CT) scan, and flexible ureteroscopy if CT is positive. Other specific guidelines were also created. Discussion: The term "MRM" is used to account for small areas of calcification that may be outside the renal collecting system, and allows objectivity without otherwise constraining the diagnostic and treatment process for potentially very small calcifications of uncertain significance. However, a small asymptomatic MRM or stone within the renal collecting system may become symptomatic, and so affect launch and flight schedules, cause incapacitation during flight, and ultimately require medical evacuation. For exploration class missions, evacuation is unlikely. The new screening and management algorithm allows better management of mission risks, and will define the true incidence of renal stones in U.S. astronauts. This information will be used to refine future screening, countermeasures and treatment methods; and will also inform the needed capabilities to be flown on exploration-class missions.

Reyes, David↗

NASA NTRS2014

Sleep in High Stress Occupations

High stress occupations are associated with sleep restriction, circadian misalignment and demanding workload. This presentation will provide an overview of sleep duration, circadian misalignment and fatigue countermeasures and performance outcomes during spaceflight and commercial aviation.

spaceflight↗

NASA NTRS2016

Survey of Quantitative Research Metrics to Assess Pilot Performance in Upset Recovery

Accidents attributable to in-flight loss of control are the primary cause for fatal commercial jet accidents worldwide. The National Aeronautics and Space Administration (NASA) conducted a literature review to determine and identify the quantitative standards for assessing upset recovery performance. This review contains current recovery procedures for both military and commercial aviation and includes the metrics researchers use to assess aircraft recovery performance. Metrics include time to first input, recognition time and recovery time and whether that input was correct or incorrect. Other metrics included are: the state of the autopilot and autothrottle, control wheel/sidestick movement resulting in pitch and roll, and inputs to the throttle and rudder. In addition, airplane state measures, such as roll reversals, altitude loss/gain, maximum vertical speed, maximum/minimum air speed, maximum bank angle and maximum g loading are reviewed as well.

Le Vie, Lisa R.↗

NASA NTRS2016

Evaluation of Synthetic Vision Display Concepts for Improved Awareness in Unusual Attitude Recovery Scenarios

A recent study conducted by the Commercial Aviation Safety Team (CAST) determined 40 percent of all fixed-wing fatal accidents, between 2001 and 2011, were caused by Loss-of-Control (LOC) in flight (National Transportation Safety Board, 2015). Based on their findings, CAST recommended manufacturers develop and implement virtual day-visual meteorological conditions (VMC) display systems, such as synthetic vision or equivalent systems (CAST, 2016). In a 2015 simulation study conducted at NASA Langley Research Center (LaRC), researchers gathered to test and evaluate virtual day-VMC displays under realistic flight operation scenarios capable of inducing reduced attention states in pilots. Each display concept was evaluated to determine its efficacy to improve attitude awareness. During the experiment, Evaluation Pilots (EPs) were shown the following three display concepts on the Primary Flight Display (PFD): Baseline, Synthetic Vision (SV) with color gradient, and SV with texture. The baseline configuration was a standard, conventional 'blue over brown' display. Experiment scenarios were simulated over water to evaluate Unusual Attitude (UA) recovery over 'featureless terrain' environments. Thus, the SV with color gradient configuration presented a 'blue over blue' display with a linear blue color progression, to differentiate attitude changes between sky and ocean. The SV with texture configuration presented a 'blue over blue' display with a black checkerboard texture atop a synthetic ocean. These displays were paired with a Background Attitude Indicator (BAI) concept. The BAI was presented across all four Head-Down Displays (HDDs), displaying a wide field-of-view blue-over-blue attitude indicator. The BAI aligned with the PFD and showed through the background of the navigation displays with opaque transparency. Each EP participated in a two-part experiment series with a total seventy-five trial runs: Part I included a set of twenty-five Unusual Attitude Recovery (UAR) scenarios; Part II included a set of fifty Attitude Memory Recall Tasks (AMRT). At the conclusion of each trial, EPs were asked to complete a set post-run questionnaires. Quantitative results showed that there were no significant statistical effects on UA recovery times when utilizing SV with or without the presence of a BAI. Qualitative results show the SV displays (color, texture) with BAI On are most preferred for both UA recognition and recovery when compared with the baseline display. When only comparing SV display concepts, EPs performed better when using the SV with texture, BAI On, than any other display configuration. This is an interesting find considering most EPs noted their preference towards the SV with color gradient when the BAI was on.

Nicholas, Stephanie↗

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

Evaluating Galactic Cosmic Ray Environment Models Using RaD-X Flight Data

Galactic cosmic rays enter Earth's atmosphere after interacting with the geomagnetic field. The primary galactic cosmic rays spectrum is fundamentally changed as it interacts with Earth's atmosphere through nuclear and atomic interactions. At points deeper in the atmosphere, such as at airline altitudes, the radiation environment is a combination of the primary galactic cosmic rays and the secondary particles produced through nuclear interactions. The RaD-X balloon experiment measured the atmospheric radiation environment above 20 km during 2 days in September 2015. These experimental measurements were used to validate and quantify uncertainty in physics-based models used to calculate exposure levels for commercial aviation. In this paper, the Badhwar-O'Neill 2014, the International Organization for Standardization 15390, and the German Aerospace Company galactic cosmic ray environment models are used as input into the same radiation transport code to predict and compare dosimetric quantities to RaD-X measurements. In general, the various model results match the measured tissue equivalent dose well, with results generated by the German Aerospace Center galactic cosmic ray environment model providing the best comparison. For dose equivalent and dose measured in silicon, however, the models were compared less favorably to the measurements.

Norman, R. B.↗

NASA NTRS2017

Design and Development of a 200-kW Turbo-Electric Distributed Propulsion Testbed

There a few NASA funded electric and hybrid electric projects from different NASA Centers, including the NASA Armstrong Flight Research Center (AFRC) (Edwards, California). Each project identifies a specific technology gap that is currently inhibiting the growth and proliferation of relevant technologies in commercial aviation. This paper describes the design and development of a turbo-electric distributed propulsion (TeDP) hardware-in-the-loop (HIL) simulation bench, which is a test bed for discovering turbo-electric control, distributed electric control, power management control, and integration competencies while providing risk mitigation for future turbo-electric flying demonstrators.

propulsion↗

NASA NTRS2017

Quantifying Pilot Contribution to Flight Safety during Hydraulic Systems Failure

Accident statistics cite the flight crew as a causal factor in over 60% of large transport aircraft fatal accidents. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. The latter statement, while generally accepted, cannot be verified because little or no quantitative data exists on how and how many accidents/incidents are averted by crew actions. A joint NASA/FAA high-fidelity motion-base human-in-the-loop test was conducted using a Level D certified Boeing 737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to aircraft system failures. To quantify the human's contribution, crew complement (two-crew, reduced crew, single pilot) was used as the independent variable in a between-subjects design. This paper details the crew's actions, including decision-making, and responses while dealing with a hydraulic systems leak - one of 6 total non-normal events that were simulated in this experiment.

Kramer, Lynda J.↗

NASA NTRS2017

Quantifying Pilot Contribution to Flight Safety during Drive Shaft Failure

Accident statistics cite the flight crew as a causal factor in over 60% of large transport aircraft fatal accidents. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. The latter statement, while generally accepted, cannot be verified because little or no quantitative data exists on how and how many accidents/incidents are averted by crew actions. A joint NASA/FAA high-fidelity motion-base simulation experiment specifically addressed this void by collecting data to quantify the human (pilot) contribution to safety-of-flight and the methods they use in today's National Airspace System. A human-in-the-loop test was conducted using the FAA's Oklahoma City Flight Simulation Branch Level D-certified B-737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to aircraft system failures. These data are fundamental to and critical for the design and development of future increasingly autonomous systems that can better support the human in the cockpit. Eighteen U.S. airline crews flew various normal and non-normal procedures over a two-day period and their actions were recorded in response to failures. To quantify the human's contribution to safety of flight, crew complement was used as the experiment independent variable in a between-subjects design. Pilot actions and performance during single pilot and reduced crew operations were measured for comparison against the normal two-crew complement during normal and non-normal situations. This paper details the crew's actions, including decision-making, and responses while dealing with a drive shaft failure - one of 6 non-normal events that were simulated in this experiment.

Kramer, Lynda J.↗

NASA NTRS2017

Quantifying Pilot Contribution to Flight Safety During Dual Generator Failure

Accident statistics cite flight crew error in over 60% of accidents involving transport category aircraft. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. No data currently exists that quantifies the contribution of the flight crew in this role. Neither does data exist for how often the flight crew handles non-normal procedures or system failures on a daily basis in the National Airspace System. A pilot-in-the-loop high fidelity motion simulation study was conducted by the NASA Langley Research Center in partnership with the Federal Aviation Administration (FAA) to evaluate the pilot's contribution to flight safety during normal flight and in response to aircraft system failures. Eighteen crews flew various normal and non-normal procedures over a two-day period and their actions were recorded in response to failures. To quantify the human's contribution, crew complement was used as the experiment independent variable in a between-subjects design. Pilot actions and performance when one of the flight crew was unavailable were also recorded for comparison against the nominal two-crew operations. This paper details diversion decisions, perceived safety of flight, workload, time to complete pertinent checklists, and approach and landing results while dealing with a complete loss of electrical generators. Loss of electrical power requires pilots to complete the flight without automation support of autopilots, flight directors, or auto throttles. For reduced crew complements, the additional workload and perceived safety of flight was considered unacceptable.

Etherington, Timothy J.↗

NASA NTRS2017

An Assessment of Reduced Crew and Single Pilot Operations in Commercial Transport Aircraft Operations

Future reduced crew operations or even single pilot operations for commercial airline and on-demand mobility applications are an active area of research. These changes would reduce the human element and thus, threaten the precept that "a well-trained and well-qualified pilot is the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system." NASA recently completed a pilot-in-the-loop high fidelity motion simulation study in partnership with the Federal Aviation Administration (FAA) attempting to quantify the pilot's contribution to flight safety during normal flight and in response to aircraft system failures. Crew complement was used as the experiment independent variable in a between-subjects design. These data show significant increases in workload for single pilot operations, compared to two-crew, with subjective assessments of safety and performance being significantly degraded as well. Nonetheless, in all cases, the pilots were able to overcome the failure mode effects in all crew configurations. These data reflect current-day flight deck equipage and help identify the technologies that may improve two-crew operations and/or possibly enable future reduced crew and/or single pilot operations.

Bailey, Randall E.↗

NASA NTRS2017

NASA Research to Support the Airlines

This presentation is an update on continued research and partnerships with airline and industry partners. In this presentation, several recent research efforts are discussed and illustrations are provided to bring greater awareness to the commercial aviation industry. By discussing projects like the Flight Awareness Collaboration Tool and dispatcher human factors studies, we can solicit additional feedback and participation.

airlines↗

NASA NTRS2017

An Intercomparative Study of the Effects of Aircraft Emissions on Surface Air Quality

This study intercompares, among five global models, the potential impacts of all commercial aircraft emissions worldwide on surface ozone and particulate matter (PM (sub 2.5)). The models include climate-response models (CRMs) with interactive meteorology, chemical-transport models (CTMs) with prescribed meteorology, and models that integrate aspects of both. Model inputs are harmonized in an effort to achieve a consensus about the state of understanding of impacts of 2006 commercial aviation emissions. Models find that aircraft increase near-surface ozone (0.3 to 1.9 percent globally), with qualitatively similar spatial distributions, highest in the Northern Hemisphere. Annual changes in surface-level PM (sub 2.5) in the CTMs (0.14 to 0.4 percent) and CRMs (-1.9 to 1.2 percent) depend on differences in nonaircraft baseline aerosol fields among models and the inclusion of feedbacks between aircraft emissions and changes in meteorology. The CTMs tend to result in an increase in surface PM (sub 2.5) primarily over high-traffic regions in the North American midlatitudes. The CRMs, on the other hand, demonstrate the effects of aviation emissions on changing meteorological fields that result in large perturbations over regions where natural emissions (e.g., soil dust and sea spray) occur. The changes in ozone and PM (sub 2.5) found here may be used to contextualize previous estimates of impacts of aircraft emissions on human health.

Air quality↗

NASA NTRS2018

Aqueous, QUick-Charging Battery Integration For Electric Flight Research

AQUIFER establishes technical feasibility of an early-stage technology, a high-energy density, aqueous-based, flow battery, resulting in a near-term increase of 1.7 times range over an all-electric battery, while retiring fire and explosion hazards associated with lithium-based chemistries. The Nano-electrofuel (NEF) flow battery will be integrated with a rim-driven motor (RDM) as a multi-functional design to eliminate conductive EMI and weight from long cable runs, and provide liquid cooling from the aqueous fuel. When successful, the technology provides an improved safety energy storage solution for emission-free electric propulsion in commercial aviation.

power systems↗