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A summary of the research done by the Massachusetts Institute of Technology is addressed including Loran-C for guidance in flying approaches, an air traffic control simulator for the Manned Vehicle Simulation Research Facility, and an air traffic collision model theory.
A description and results are presented of a study to measure the performance and reaction of airline flight crews, in a full workload DC-9 cockpit, flying in a real-time simulation of an air traffic control (ATC) concept called Traffic Intelligence for the Management of Efficient Runway-scheduling (TIMER). Experimental objectives were to verify earlier fast-time TIMER time-delivery precision results and obtain data for the validation or refinement of existing computer models of pilot/airborne performance. Experimental data indicated a runway threshold, interarrival-time-error standard deviation in the range of 10.4 to 14.1 seconds. Other real-time system performance parameters measured include approach speeds, response time to controller turn instructions, bank angles employed, and ATC controller message delivery-time errors.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
We report connected and automated vehicles (CAVs) can bring safety, mobility, and energy benefits to transportation systems. Ideally, CAV applications would be fully evaluated and validated prior to real-world implementation. However, many technical challenges in both software and hardware hinder the process. To comprehensively evaluate all aspects of CAV applications, an integrated evaluation environment is needed with various simulation tools from different domains. In the current literature, there lacks a well-developed interface to enable multi-resolution simulation of vehicle, traffic, virtual environment, and hardware-in-the-loop (HIL) simulation. In this work, a modular and flexible interface is developed to enable multi-resolution vehicle and traffic co-simulation for CAV applications. This interface is built upon Oak Ridge National Laboratory’s (ORNL’s) Real-Sim approach, can support various simulation tools and real-time X-in-the-loop (XIL) simulations, and is based on network communication protocols. The network communication delays are analyzed for simultaneous connection of up to 20 simulators. Then, two example applications are studied to demonstrate the potential usage of the Real-Sim interface: (1) a centralized merging scenario where the dynamics of two ego vehicles are emulated with detailed vehicle and powertrain dynamics models and (2) a signal-controller-in-the-loop (SCIL) evaluation where one intersection of the simulated traffic scenario is controlled by a physical signal controller. This Real-Sim interface is a tool that allows researchers to bring real, tangible hardware and software into simulated environments to comprehensively evaluate and support a wide variety of CAV applications.
In this paper we discuss results from a recent high fidelity simulation of air traffic control operations with automated separation assurance in the presence of weather and time-constraints. We report findings from a human-in-the-loop study conducted in the Airspace Operations Laboratory (AOL) at the NASA Ames Research Center. During four afternoons in early 2010, fifteen active and recently retired air traffic controllers and supervisors controlled high levels of traffic in a highly automated environment during three-hour long scenarios, For each scenario, twelve air traffic controllers operated eight sector positions in two air traffic control areas and were supervised by three front line managers, Controllers worked one-hour shifts, were relieved by other controllers, took a 3D-minute break, and worked another one-hour shift. On average, twice today's traffic density was simulated with more than 2200 aircraft per traffic scenario. The scenarios were designed to create peaks and valleys in traffic density, growing and decaying convective weather areas, and expose controllers to heavy and light metering conditions. This design enabled an initial look at a broad spectrum of workload, challenge, boredom, and fatigue in an otherwise uncharted territory of future operations. In this paper we report human/system integration aspects, safety and efficiency results as well as airspace throughput, workload, and operational acceptability. We conclude that, with further refinements. air traffic control operations with ground-based automated separation assurance can be an effective and acceptable means to routinely provide very high traffic throughput in the en route airspace.
Benefits of the Integrated Demand Management (IDM) concept were assessed utilizing a newly developed automated simulation capability called ‘Traffic Management Initiative Automated Simulation (TMIAutoSim).’ The IDM concept focuses on improving traffic flow management (TFM) by coordinating the FAA’s strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The IDM concept leverages a new TFMS capability called Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for tactically managing traffic by generating precise arrival schedules. The IDM concept was developed over a multi-year effort, focusing on solving New York metroplex airport arrival problems. TMIAutoSim closely mimics NASA’s high-fidelity simulation capabilities while enabling more data to be collected at higher speed. Using this new capability, the IDM concept was evaluated using realistic traffic across various weather scenarios. Six representative weather days were selected after clustering three months of historical data. For those selected six days, Newark Liberty International Airport (EWR) and LaGuardia Airport (LGA) arrival traffic scenarios were developed. For each selected day, the historical data were analyzed to accurately simulate actual operations and the weather impact of the day. The current day operations and the IDM concept operations were simulated for the same weather scenarios and the results were compared. The selected six days were categorized into two groups: ‘clear weather’ for days without Ground Delay Programs (GDP) and ‘convective weather’ for days with GDP and significant weather around New York metroplex airports. For the clear weather scenarios, IDM operations reduced last minute, unanticipated departure delays for short-haul flights within TBFM control boundaries with minimal to no impact on throughput and total delay. For the convective weather scenarios, IDM significantly reduced delays and increased throughput to the destination airports.
This paper is devoted to describing the development of a new NASA air traffic management simulation and testing system called the Shadow Mode Assessment using Realistic Technologies for the National Airspace System (SMART NAS) test bed. The test bed is a major activity of NASA’s air traffic management research portfolio and fills important gaps in the air traffic community’s simulation and testing needs for allowing more efficient acceleration and acceptance of NextGen and far-term concepts and technologies. The test bed will allow testing and validation in a realistic environment and provide rapid near-real-time “what-if” capability for air traffic management and airline decision support based on comprehensive real-time data feeds. The vision, requirements of the SMART NAS test bed and the effort for developing the test bed architecture are discussed. Finally, the five-year development plan is outlined.
This paper describes the human/systems simulation research within NASA's UAS (Unmanned Aircraft System) Traffic Management (UTM) project. The paper starts with a short description of the UTM project, then presents the UTM development schedule briefly, before leading into more detailed discussions of the simulation test beds current capabilities, as well as the ongoing and planned human/systems research activities.
Simulation program for study of problems related to integration of supersonic transport into air traffic control system
NASA-FAA simulator program studying integration of SST into air traffic control system with tests of simulated departure and arrival operations
This paper describes a usability study of proposed cockpit interfaces to support Airborne Precision Spacing (APS) operations for aircraft performing dependent parallel approaches (DPA). NASA has proposed an airborne system called Pair Dependent Speed (PDS) which uses their Airborne Spacing for Terminal Arrival Routes (ASTAR) algorithm to manage spacing intervals. Interface elements were designed to facilitate the input of APS-DPA spacing parameters to ASTAR, and to convey PDS system information to the crew deemed necessary and/or helpful to conduct the operation, including: target speed, guidance mode, target aircraft depiction, and spacing trend indication. In the study, subject pilots observed recorded simulations using the proposed interface elements in which the ownship managed assigned spacing intervals from two other arriving aircraft. Simulations were recorded using the Aircraft Simulation for Traffic Operations Research (ASTOR) platform, a medium-fidelity simulator based on a modern Boeing commercial glass cockpit. Various combinations of the interface elements were presented to subject pilots, and feedback was collected via structured questionnaires. The results of subject pilot evaluations show that the proposed design elements were acceptable, and that preferable combinations exist within this set of elements. The results also point to potential improvements to be considered for implementation in future experiments.
Urban air mobility (UAM) is currently receiving increased attention in the aviation literature as a new entrant into the airspace. Although the introduction of UAM offers the potential for significant benefits, it also creates the potential for fundamental change to the current air traffic management system. Several concepts are being explored to enable the development of a safe and efficient UAM system for near, mid and far term operations. A concept of operations for near term operations proposes several assumptions. Concepts for roles and responsibilities of human operators such as air traffic controllers propose different degrees of involvement. Identifying and exploring human factors issues is therefore a critical next step in the forward progression of concept development. A human-in-the-loop air traffic control simulation was used to investigate the effect of UAM traffic density and changes in current airspace routes and communication procedures on subjective controller workload and efficiency-related task performance. Findings indicate that although subjective workload was manageable for low density operations, medium and high density operations led to unmanageable levels of workload, leading to refusals to allow more vehicles into controlled airspace. By implementing a letter of agreement, verbal communications were reduced which were associated with reduced workload. Optimized routes were also associated with reduced workload and increased performance efficiency. Although these adjustments can positively support controller performance, workload still remained high during the high density UAM traffic scenarios. It is therefore suggested that, in order for UAM operation to become scalable, human operators will be required to work differently compared to current air traffic controllers. Future research should focus on the level and type of human operator or controller involvement and mated systems, to ensure safety and efficiency within UAM operations.
Urban air mobility (UAM) is receiving increased attention in aviation as a system for passenger and cargo-carrying new entrants in urban airspace. In order to develop a safe and efficient system, numerous possible concepts of operation for UAM are being explored throughout industry and research domains, the features and assumptions of which may differ according to near, medium and far term operations. Much of the current research into the development of UAM has dominantly focused on technological and engineering capabilities, such as vehicle development. Although these areas of research are essential to furthering UAM, research into the role of the human operator in UAM is limited. The research described in this paper aims to begin to address this gap by investigating the capabilities and implications of human operators as traffic managers in the UAM system, focusing on near-term UAM operations. A human in the loop air traffic control simulation was used to investigate the effect of UAM traffic density, airspace routes and communication procedures on subjective workload and efficiency-related task performance. Findings indicate that medium and high-density operations were associated with high workload. A reduction in verbal communications through a letter of agreement, and optimized routes, were associated with reduced workload and increased performance efficiency. However, even with these adjustments, reported workload remained high, particularly during the high-density scenario. Future research should focus on the human operator roles and responsibilities, and the amount of involvement, in UAM system management. Particular focus should be directed on the impact of reduced human operator involvement and increased automation, on the safety and efficiency of UAM operations and the integration of UAM with traditional air traffic management.
The development and evaluation of concepts and technology to support future air traffic management systems require a hierarchy of models ranging from real-time simulations to extensive field evaluations. Air traffic simulation models such as Airspace Concept Evaluation System, Center Tracon Automation System, Future Air traffic management Concept Evaluation Tool and others are used to design air traffic systems balancing the conflicting objectives of maximizing safety, meeting future demands for airports and airspace and increase efficiency of traffic flows in the presence of uncertain weather. The impact of aviation emissions and contrails on climate imposes another constraint on the design of aircraft and aviation operations. The understanding of the complex interaction between physical climate system, the carbon and other greenhouse gas emissions and aviation activity can be improved by the development of integrated assessment models that include emission and climate models together with air traffic simulations. The modeling of aircraft emissions and their interaction with each other to change the concentration levels of different gasses in the atmosphere and the resulting impact of the radiative forcing on the equilibrium of the Earth's atmosphere is complex and requires the use of coupled atmosphere-ocean general circulation models together with three-dimensional models of carbon cycle and chemistry of other non-CO2 greenhouse gases. These models are computationally intensive and unsuitable for studies involving the generation of multiple scenarios. Simple emission and climate models, based on the input-output relations of linear systems, capture the fundamental emission to climate impact behavior by careful selection of key variables and their dynamics. The impact of various greenhouse gases depends on the total concentration, effect per unit change in atmospheric concentration and the spatial distribution of the gas. All these quantities are influenced by the lifetime of the gas. The impact of a greenhouse gas depends on the interval of assessment, which may vary from a few decades to a few centuries. Climate metrics are aimed at providing a common scale to compare different greenhouse gases. If the metrics are to be used as a tool in developing and evaluating aviation operations, they should be transparent and easy to apply. Global Warming Potential and Aggregate Global Temperature Potential are some of the commonly used metrics. This paper integrates a national-level air traffic simulation and optimization capability with simple climate models and carbon cycle models, and climate metrics to assess the impact of aviation on climate. The capability brings together metrics, which are useful in aviation operations together with metrics used in climate studies. The capability can be used to make trade-offs between extra fuel cost and reduction in climate impact. There is considerable uncertainty in our understanding of the radiative forcing associated with emissions and contrails. The parameters in the simulation can be used to evaluate the effect of various uncertainties in emission models and contrails. It can also be used to evaluate the impact of different decision horizons. Alternatively, the optimization results from the simulation can be used as inputs to other tools that monetize global climate impacts like the FAA's Aviation Environmental Portfolio Management Tool for Impacts.
The components of the Advanced Concepts Flight Simulation Facilities used to evaluate proposed human-machine interfaces are described. The facilities consist of: (1) an advanced concept flight station, which is a wide-body, composite airframe propelled by two turbo-fan engines; (2) an integrated air traffic control simulation; and (3) experimenter/observer stations. The flight controls and displays, and their operation are studied. The air traffic control provided in the simulation is examined. The control of the flight conditions and data collection by the experimenter are discussed.
This paper presents a case study of how factors such as wind prediction errors and metering delays can influence controller performance and workload in Human-In-The-Loop simulations. Retired air traffic controllers worked two arrival sectors adjacent to the terminal area. The main tasks were to provide safe air traffic operations and deliver the aircraft to the metering fix within +/- 25 seconds of the scheduled arrival time with the help of provided decision support tools. Analyses explore the potential impact of metering delays and system uncertainties on controller workload and performance. The results suggest that trajectory prediction uncertainties impact safety performance, while metering fix accuracy and workload appear subject to the scenario difficulty.