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NASA NTRS1993

Profile negotiation: An air/ground automation integration concept for managing arrival traffic

NASA Ames Research Center and NASA Langley Research Center conducted a joint simulation study to evaluate a profile negotiation process (PNP) between a time-based air traffic control ATC system and an airplane equipped with a four dimensional flight management system (4D FMS). Prototype procedures were developed to support the functional implementation of this process. The PNP was designed to provide an arrival trajectory solution that satisfies the separation requirements of ATC while remaining as close as possible to the airplane's preferred trajectory. The Transport Systems Research Vehicle cockpit simulator was linked in real-time to the Center/TRACON Automation System (CTAS) for the experiment. Approximately 30 hours of simulation testing were conducted over a three week period. Active airline pilot crews and active Center controller teams participated as test subjects. Results from the experiment indicate the potential for successful incorporation of airplane preferred arrival trajectories in the CTAS automation environment. Controllers were able to consistently and effectively negotiate nominally conflict-free trajectories with pilots flying a 4D-FMS-equipped airplane. The negotiated trajectories were substantially closer to the airplane's preference than would have otherwise been possible without the PNP. Airplane fuel savings relative to baseline CTAS were achieved in the test scenarios. The datalink procedures and clearances developed for this experiment, while providing the necessary functionality, were found to be operationally unacceptable to the pilots. Additional pilot control and understanding of the proposed airplane-preferred trajectory and a simplified clearance procedure were cited as necessary for operational implementation of the concept. From the controllers' perspective, the main concerns were the ability of the 4D airplane to accurately track the negotiated trajectory and the workload required to support the PNP as implemented in this study.

Williams, David H.↗
NASA NTRS2005

Central-Monitor Software Module

One of the software modules of the emergency-vehicle traffic-light-preemption system of the two preceding articles performs numerous functions for the central monitoring subsystem. This module monitors the states of all units (vehicle transponders and intersection controllers): It provides real-time access to the phases of traffic and pedestrian lights, and maps the positions and states of all emergency vehicles. Most of this module is used for installation and configuration of units as they are added to the system. The module logs all activity in the system, thereby providing information that can be analyzed to minimize response times and optimize response strategies. The module can be used from any location within communication range of the system; with proper configuration, it can also be used via the Internet. It can be integrated into call-response centers, where it can be used for alerting emergency vehicles and managing their responses to specific incidents. A variety of utility subprograms provide access to any or all units for purposes of monitoring, testing, and modification. Included are "sniffer" utility subprograms that monitor incoming and outgoing data for accuracy and timeliness, and that quickly and autonomously shut off malfunctioning vehicle or intersection units.

Bachelder, Aaron↗
NASA NTRS2004

High Altitude Long Endurance Remotely Operated Aircraft - National Airspace System Integration - Simulation IPT: Detailed Airspace Operations Simulation Plan. Version 1.0

The primary goal of Access 5 is to allow safe, reliable and routine operations of High Altitude-Long Endurance Remotely Operated Aircraft (HALE ROAs) within the National Airspace System (NAS). Step 1 of Access 5 addresses the policies, procedures, technologies and implementation issues of introducing such operations into the NAS above pressure altitude 40,000 ft (Flight Level 400 or FL400). Routine HALE ROA activity within the NAS represents a potentially significant change to the tasks and concerns of NAS users, service providers and other stakeholders. Due to the complexity of the NAS, and the importance of maintaining current high levels of safety in the NAS, any significant changes must be thoroughly evaluated prior to implementation. The Access 5 community has been tasked with performing this detailed evaluation of routine HALE-ROA activities in the NAS, and providing to key NAS stakeholders a set of recommended policies and procedures to achieve this goal. Extensive simulation, in concert with a directed flight demonstration program are intended to provide the required supporting evidence that these recommendations are based on sound methods and offer a clear roadmap to achieving safe, reliable and routine HALE ROA operations in the NAS. Through coordination with NAS service providers and policy makers, and with significant input from HALE-ROA manufacturers, operators and pilots, this document presents the detailed simulation plan for Step 1 of Access 5. A brief background of the Access 5 project will be presented with focus on Steps 1 and 2, concerning HALE-ROA operations above FL400 and FL180 respectively. An overview of project management structure follows with particular emphasis on the role of the Simulation IPT and its relationships to other project entities. This discussion will include a description of work packages assigned to the Simulation IPT, and present the specific goals to be achieved for each simulation work package, along with the associated deliverables necessary to achieve these goals and the needs of other Access 5 IPTs. The simulation environment chosen for this task is then outlined. This section includes a description of the system architecture, a list of the necessary assumptions made by the Simulation IPT, and the roles, responsibilities and interactions of simulation participants. The method of simulation conduct is presented in the next section with particular emphasis on scenario development and applicability to evaluation of Step 1 HALE-ROA operations. Following, data collection and analysis methods are discussed for air traffic specialists and air vehicle control station operators. Lastly, a schedule of Step 1 simulation activities is presented for reference.

Source record↗
NASA NTRS2008

Development and Application of an Integrated Approach toward NASA Airspace Systems Research

The National Aeronautics and Space Administration's (NASA) Airspace Systems Program is contributing air traffic management research in support of the 2025 Next Generation Air Transportation System (NextGen). Contributions support research and development needs provided by the interagency Joint Planning and Development Office (JPDO). These needs generally call for integrated technical solutions that improve system-level performance and work effectively across multiple domains and planning time horizons. In response, the Airspace Systems Program is pursuing an integrated research approach and has adapted systems engineering best practices for application in a research environment. Systems engineering methods aim to enable researchers to methodically compare different technical approaches, consider system-level performance, and develop compatible solutions. Systems engineering activities are performed iteratively as the research matures. Products of this approach include a demand and needs analysis, system-level descriptions focusing on NASA research contributions, system assessment and design studies, and common systemlevel metrics, scenarios, and assumptions. Results from the first systems engineering iteration include a preliminary demand and needs analysis; a functional modeling tool; and initial system-level metrics, scenario characteristics, and assumptions. Demand and needs analysis results suggest that several advanced concepts can mitigate demand/capacity imbalances for NextGen, but fall short of enabling three-times current-day capacity at the nation s busiest airports and airspace. Current activities are focusing on standardizing metrics, scenarios, and assumptions, conducting system-level performance assessments of integrated research solutions, and exploring key system design interfaces.

Barhydt, Richard↗
NASA NTRS2020

TCL4 UTM (UAS Traffic Management) Nevada 2019 Flight Tests, Airspace Operations Laboratory (AOL) Report

The Unmanned Aircraft Systems (UAS) Traffic Management (UTM) research project has been developing and testing concept ideas for enabling small UAS (sUAS) operations in low altitude airspace (ground to 400 feet). To do this, NASA has organized a series of flight test demonstrations. Technology Capability Level-4 (TCL4) flight tests were conducted at a Nevada, USA test site, during June 2019. The testing resulted in over 300 data collection flights using eight live rotorcraft, 15 simulated vehicles, involving six flight crews and five Unmanned Aerial System (UAS) Service Suppliers (USS). The TCL4 approach was designed to demonstrate five scenarios that set up five diverse sets of UAS events and activities. The Nevada test site focused on three of these scenarios: an incoming weather front, a concert event with an incident requiring an emergency response, and a scenario where multiple vehicles experienced Communication, Navigation, and Surveillance (CNS) issues. The test site created their scenarios to each have three phases and were required to complete three executions of each scenario, for a total of nine missions per Nevada vehicle per scenario. This document presents data collected from participants during the TCL4-Nevada flight test that provides information about how much and how well operators were able to make use of UTM functions and information, with the goal of exploring what the minimum information requirements and/or best practices might be in TCL4 operations. The driving enquiry was: how do UTM tools and features support (human) operators leading to safe and effective conduct of large-scale beyond visual line of sight (BVLOS) sUAS operations in “urban canyon” environments? As with the data collected during previous similar tests (e.g., TCL3, Martin et al., 2019), the quality of the UTM information exchanged, and the meaningfulness and therefore usefulness of this information, were all focal points of the questions asked and the data collected. Data aligned with five human-system attributes to indicate that UTM provided information that contributed to users’ ability to operate safely and effectively within UTM, but that information was not always complete and was sometimes unclear.

UTM↗
NASA NTRS1971

Application of system safety to rail transit systems

Management emphasis on system safety in the rapid transit industry includes the granting and use of funds by the Federal Government according to systematic analysis of safety hazards in advance. Likelihood predictions that those hazards will be activated by exposure of the system to a system failure, a human error, external conditions, or combinations of these aspects determine alternatives to the assumption of risk and recommend corrections before the system is operational. Rigorous safety analyses are projected to assure operational safety for prolonged periods under varied maintenance conditions; these analysis encompass station accident possibilities as well as train-person collisions, car equipment and design, traffic control systems, and tunnel design problems.

Thomas DeW. Styles↗
NASA NTRS2015

Terminal Sequencing and Spacing (TSS)

The Federal Aviation Administration's (FAA) Next Generation Air Transportation System (or NextGen) is being designed to support the predicted increases in traffic volume and to increase the capacity, efficiency and safety of the National Airspace System (NAS). The Federal Aviation Administration (FAA) identifies Performance-Based Navigation (PBN) as a key enabling capability of NextGen and is actively publishing PBN procedures at major airports throughout the United States. Standard Terminal Arrival Routes (STARs), procedures, and approaches are designed to facilitate fuel-efficient continuous descent operations. However, their use is limited during periods of high traffic demand due to the complexity of merging multiple streams of aircraft to the same airport. As a result, most arrivals in the Terminal Radar Approach Control (TRACON) area continue to be controlled using radar vectoring and step-down descents, resulting in high workload for controllers and diverting aircraft from efficient PBN trajectories. To address this issue, NASA developed the Terminal Sequencing and Spacing (TSS) system, an advanced arrival management technology that combines time-based scheduling and controller-based precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals on Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. The two main components of TSS are: 1) a scheduler that de-conflicts merging arrivals in the terminal area by computing appropriate arrival times to the runway threshold and upstream terminal merge points, and 2) a set of Controller-Managed Spacing (CMS) decision support tools to efficiently assist schedule conformance. Sixteen high-fidelity human-in-the-loop simulations involving more than five hundred hours of evaluation time, were conducted to mature TSS from proof-of-concept design to a fully functional prototype. Results indicate high controller use and acceptability of the CMS tools as well as improved PBN route conformance (Figure 2). The TSS technology was transferred to the FAA in 2014, and it is targeted for deployment to several busy airports in the U.S. starting in 2018. Potential enhancements to TSS using DataComm will also be presented.

controller-managed spacing↗
NASA NTRS2018

Considerations in Assuring Safety of Increasingly Autonomous Systems

Recent technological advances have accelerated the development and application of increasingly autonomous (IA) systems in civil and military aviation. IA systems can provide automation of complex mission tasks-ranging across reduced crew operations, air-traffic management, and unmanned, autonomous aircraft-with most applications calling for collaboration and teaming among humans and IA agents. IA systems are expected to provide benefits in terms of safety, reliability, efficiency, affordability, and previously unattainable mission capability. There is also a potential for improving safety by removal of human errors. There are, however, several challenges in the safety assurance of these systems due to the highly adaptive and non-deterministic behavior of these systems, and vulnerabilities due to potential divergence of airplane state awareness between the IA system and humans. These systems must deal with external sensors and actuators, and they must respond in time commensurate with the activities of the system in its environment. One of the main challenges is that safety assurance, currently relying upon authority transfer from an autonomous function to a human to mitigate safety concerns, will need to address their mitigation by automation in a collaborative dynamic context. These challenges have a fundamental, multidimensional impact on the safety assurance methods, system architecture, and V&V capabilities to be employed. The goal of this report is to identify relevant issues to be addressed in these areas, the potential gaps in the current safety assurance techniques, and critical questions that would need to be answered to assure safety of IA systems. We focus on a scenario of reduced crew operation when an IA system is employed which reduces, changes or eliminates a human's role in transition from two-pilot operations.

Alves, Erin E.↗
NASA NTRS2004

Security Management and Safeguards Office

The Security Management and Safeguards Office at NASA is here to keep the people working in a safe environment. They also are here to protect the buildings and documents from sabotage, espionage, and theft. During the summer of 2004, I worked with Richard Soppet in Physical Security. While I was working here I helped out with updating the map that we currently use at NASA Glenn Research Center, attended meetings for homeland security, worked with the security guards and the locksmith. The meetings that I attended for homeland security talked about how to protect ourselves before something happened, they told us to always be on the guard and look for anything suspicious, and the different ways that terrorist groups operate. When I was with the security guards I was taught how to check someone into the base, showed how to use a radar gun, observed a security guard make a traffic stop for training and was with them while they patrolled NASA Glenn Research Center to make sure things were running smooth and no one was in danger. When I was with the lock smith I was taught how to make keys and locks for the employees here at NASA. The lock smith also showed me that he had inventory cabinets of files that show how many keys were out to people and who currently has access to the rooms that they keys were made for. I also helped out the open house at NASA Glenn Research Center. I helped out by showing the Army Reserves, and Brook Park's SWAT team where all the main events were going to take place a week before the open house was going to begin. Then during the open house I helped out by making sure people had there IDS, checked through there bags, and handed out a map to them that showed where the different activities were going to take place. So the main job here at NASA Glenn Research Center for the Security Management and Safeguards Office is to make sure that nothing is stolen, sabotaged, and espionaged. Also most importantly make sure all the employees here at NASA are in a safe environment.

Bewley, Nathaniel M.↗
NASA NTRSDate not supplied

An Experimental System for Strategic Flight Path Management in Advanced Air Mobility

In the concept envisioned for Urban Air Mobility (UAM) operations, fleets of electric vertical takeoff and landing (eVTOL) vehicles would operate between vertiports distributed within a densely populated area. These operations would be largely independent from the existing air traffic control system and would place the responsibility for flight planning and aircraft separation on fleet operators. The fourth major level on the UAM Maturity Level scale, UML-4, relies on “collaborative and responsible” automation to enable operations in non-visual conditions with medium traffic density (hundreds of aircraft in one metropolitan region) and medium complexity. This level of service places many requirements on automation systems to assist the operators of these aircraft. NASA has developed the Autonomous Operations Planner (AOP), a reference prototype Flight Path Management automation system, and has modified AOP to support research of anticipated UML-4 operations. AOP creates a four-dimensional flight plan conforming to the constraints of these operations, evaluates and modifies the flight plan during flight as conditions and constraints evolve, and coordinates the flight plan with other airspace users and with service providers. This version of AOP has been integrated into the Sikorsky Autonomy Research Aircraft and used in a flight test activity. In this paper we discuss anticipated characteristics of UAM operations, modifications that were made to AOP to adapt to that environment or to support the flight test, and observations of software and aircraft performance during the flight test. The aircraft achieved four-dimensional conformance with the flight plan and AOP provided adequate planning in almost all cases. We discuss improvements that could be made to AOP to address deficiencies that were observed.

Autonomous Operations Planner↗
NASA NTRSDate not supplied

An Experimental System for Strategic Flight Path Management in Advanced Air Mobility

In the concept envisioned for Urban Air Mobility (UAM) operations, fleets of electric vertical takeoff and landing (eVTOL) vehicles would operate between vertiports distributed within a densely populated area. These operations would be largely independent from the existing air traffic control system and would place the responsibility for flight planning and aircraft separation on fleet operators. The fourth major level on the UAM Maturity Level scale, UML-4, relies on “collaborative and responsible” automation to enable operations in non-visual conditions with medium traffic density (hundreds of aircraft in one metropolitan region) and medium complexity. This level of service places many requirements on automation systems to assist the operators of these aircraft. NASA has developed the Autonomous Operations Planner (AOP), a reference prototype Flight Path Management automation system, and has modified AOP to support research of anticipated UML-4 operations. AOP creates a four-dimensional flight plan conforming to the constraints of these operations, evaluates and modifies the flight plan during flight as conditions and constraints evolve, and coordinates the flight plan with other airspace users and with service providers. This version of AOP has been integrated into the Sikorsky Autonomy Research Aircraft and used in a flight test activity. In this paper we discuss anticipated characteristics of UAM operations, modifications that were made to AOP to adapt to that environment or to support the flight test, and observations of software and aircraft performance during the flight test. The aircraft achieved four-dimensional conformance with the flight plan and AOP provided adequate planning in almost all cases. We discuss improvements that could be made to AOP to address deficiencies that were observed.

Autonomous Operations Planner↗
NASA NTRS1998

Dynamic Density: An Air Traffic Management Metric

The definition of a metric of air traffic controller workload based on air traffic characteristics is essential to the development of both air traffic management automation and air traffic procedures. Dynamic density is a proposed concept for a metric that includes both traffic density (a count of aircraft in a volume of airspace) and traffic complexity (a measure of the complexity of the air traffic in a volume of airspace). It was hypothesized that a metric that includes terms that capture air traffic complexity will be a better measure of air traffic controller workload than current measures based only on traffic density. A weighted linear dynamic density function was developed and validated operationally. The proposed dynamic density function includes a traffic density term and eight traffic complexity terms. A unit-weighted dynamic density function was able to account for an average of 22% of the variance in observed controller activity not accounted for by traffic density alone. A comparative analysis of unit weights, subjective weights, and regression weights for the terms in the dynamic density equation was conducted. The best predictor of controller activity was the dynamic density equation with regression-weighted complexity terms.

Laudeman, I. V.↗
NASA NTRS1998

The Conference Proceedings of the 1998 Air Transport Research Group (ATRG) of the WCTR Society

Contents include the following: Airport choice in a multiple airport region: an empirical analysis for the San Francisco bay area. Liberalization of the westeuropian aviation: choice of a new hub airport for an airline. Austin Bergstrom airport traffic control tower establishment of a major activity level tower. A study to optimize the environmental capacity of Amsterdam airport schiphol.Airport performance in stakeholder involvement and communication strategies: a comparison of major Australian and North American air carrier and general aviation airports. Airport planning and location.Location of international airport and regional development. A simulation technique for analysis of Brasilian airport passanger terminal building.Multimodal airport access in Japan. Planning surface access provision at major airports Airline economics and the inclusion of environmental costs on airport hub pricing: a theoretical analysis. Airport financing and user charge systems in the USA. Optimal demand for operating lease of aircraft. Aircraft leasing industry and social welfare.The development of performance indicators for airports: a management perspective. Study about operational effect of the "security check-in" implantation in Brasilian international airports.Austin Bergstrom west loop cable system.and Optimal resource allocation model for airport passanger terminals.

Oum, Tae Hoon↗
NASA NTRS2022

PAAV Concept Document

The Pathfinding for Airspace with Autonomous Vehicles (PAAV) Concept Document, version 1.0, lays out the key challenges and potential solutions for the use of uncrewed aircraft (UA) technology for future regional air cargo operations. The challenges and solutions described in this document were informed by communications with the UA industry community (e.g., RTCA, the Federal Aviation Administration, and regional air cargo business operators), as well as the PAAV team’s research activities during the last two years including four tabletop exercises, a human-in-the-loop simulation study, a numerical simulation study, a functional allocation study, and flight data analysis (Appendix A). This document first describes the expected operational context of PAAV (Section 2), such as the flight mission, baseline UAS components, nominal operations, m:N operations (i.e., "m" remote pilots per "N" aircraft), and off-nominal operations. This context sets the scope for the PAAV concept development work. PAAV concept development assumes that UA operations will be increasingly autonomous. Thus, near- and far-term assumptions are defined (Section 3). PAAV identified seven key challenges for UA operations (Section 4): - Flight route planning - Separation and flow management - Traffic pattern integration - Contingency management - Taxi, takeoff, and landing - m:N operations - Communications operations The following 13 potential solutions to these challenges are then described (Section 5): - Scalable communications architecture - Data link - Designated UAS corridors - Crew planning for m:N operations - Flight route optimization - Traffic load-level control - Trajectory solutions with data link - Automated hazard avoidance for m:N operations - Traffic pattern integration (TPI) tool - Standard lost command and control (C2) link (LC2L) procedures - Automated hazard avoidance under LC2L - Auto-taxi, auto-takeoff, and auto-land - Ground control station (GCS) user interface for m:N operations The document attempts to link each of these solutions to one or more of the challenge areas. Novel solutions involving numerous automation technologies are needed to mitigate traffic and airspace management challenges, especially for realizing m:N operations and ensuring safety under LC2L conditions. The purpose of this document is to help understand alternatives and tradeoffs among potential solutions and provide a foundation for a cohesive PAAV concept that will be described and refined in subsequent concept versions.

Unmanned aircraft, uncrewed aircraft, regional air↗
NASA NTRS2019

Effectiveness of Redundant Communications Systems in Maintaining Operational Control of Small Unmanned Aircraft

As a part of NASA’s Unmanned Aircraft System (UAS) Traffic Management (UTM) research, a test was performed to evaluate the effectiveness of the redundant Command and Control (C2) communications system for maintaining operational control of small UAS in the airspace over a rural area. In the test, operators set up a primary and a secondary UAS C2 communications system, sent a maneuver command to an Unmanned Aircraft (UA) with and without a functioning primary system, then verified the execution of the sent command to confirm the operator control. Operators reported that the tested redundancy configurations were effective in maintaining operational control in the test airspace over rural locations. Since the next phase of UTM research focuses on operations in an urban area where an increased level of Radio Frequency (RF) activities occur compared to a rural area, four recommendations are provided to sustain the effectiveness of redundancy in urban operations. First, the operator should not include C2 systems that use the industrial, scientific, and medical (ISM) radio bands in redundancy configurations. Second, the operator should verify the RF characteristics of the intended operation area and examine the area’s radio noise floor. Third, the operator should monitor the availability, quality, and reliability of communications services used by a redundant system. Fourth, the small UAS community should adopt a standard set of contingency steps to handle the loss of C2 communications so that such events are managed in a consistent manner across the airspace. The insights from the test will be used to accommodate the FAA’s UAS integration effort.

Jung, Jaewoo↗
NASA NTRSDate not supplied

Development of Candidate Airspace Procedures for Urban Air Mobility in the Dallas Area

As the concept of on-demand electric air taxis gains popularity and begins to take shape, many research efforts are underway to address the challenges of integrating this new class of passenger-carrying air vehicles into the already congested U.S. National Airspace System. Through collaborations between the National Aeronautics and Space Administration (NASA), the Federal Aviation Administration, and industry, this concept, commonly referred to as Urban Air Mobility (UAM), envisions a safe, reliable, and efficient mode of transportation traversing metropolitan and urban areas. Among the many challenges being tackled, airspace procedures and information requirements are critical areas of research that need to be addressed. In a joint effort between NASA and Joby Aviation, a human-in-the-loop study was conducted at the NASA Ames Research Center to evaluate initial and midterm operations with air traffic controllers and on-board UAM pilots in the Dallas area. This area was chosen due to its complex Class Bravo Airspace that extends to the surface over a relatively large area. To achieve the goals and objectives of the study, multiple preceding efforts were conducted to develop the candidate procedures and information requirements. This paper provides an overview of the operational concept used for the study, the process that was followed, and the findings from the two tabletop meetings and a shakedown activity. The combination of these led to a set of airspace procedures, letters of agreement, and information requirements that were evaluated in the human-inthe-loop study.

Urban Air Mobility↗
DOE OSTI2020

Remediation of Temporary Storage Sites in Support of the Port Hope Area Initiative - 20295

The Port Hope Area Initiative is a community-based solution for the long-term management of historic low level radioactive waste (LLRW) resulting from 60 years of uranium and radium processing operations in the Town of Port Hope which is located in Ontario, Canada. The Eldorado refinery, on the north shore of Lake Ontario, began refining radium-226 from pitchblende ore, later transitioning to the refining of uranium. Through the history of the operation, LLRW was deposited throughout the town of Port Hope as a result of fugitive emissions from the plant and/or through the re-use of process residues as building material and backfill. Historical clean-up activities conducted in the late 1970's involved the remediation of approximately 400 properties and the relocation of 100,000 cubic metres of contaminated soil to a disposal facility in Chalk River operated by Atomic Energy of Canada Limited (AECL). Owing to space limitations at that disposal facility, any LLRW identified through construction monitoring since that time has been stored in the community at three temporary storage sites located throughout the town. These include: the Centre Pier mound that contained approximately of 19,800 m{sup 3} of LLRW-impacted soil that originated from the construction of a new water treatment plant; two mounds located at a licensed storage facility containing LLRW obtained from residential clean-up activities (11,000 m{sup 3}); and a small pad adjacent to the municipal sewage treatment plant containing 2200 m{sup 3} of LLRW-containing sludge. With the construction of a new long-term waste management facility (LTWMF) that has been designed to house all of the LLRW identified within Port Hope, the three sites were early candidates for remediation. The clean-up of the three temporary storage sites was a significant milestone for the Port Hope Area Initiative. After a decade of planning and consultation, this work represents the first sites in the municipality to be remediated with the waste being safety removed and transferred to the newly constructed LTWMF. This paper discusses the challenges associated with the clean-up activities for these three sites and the strategies employed to address those challenges. These included weather-related challenges, owing to the seasons over which the work was conducted as well as those associated with working within a closely-knit community. Canadian Nuclear Laboratories (CNL), working on behalf of the federal government, has worked diligently to develop a positive and trusting relationship with the community. Consequently, the successful execution of this project needed to be sensitive to, and respectful of the needs of the community. In addition to the usual Health, Safety and Environment training, project staff received community awareness training that spoke to the history of this community-based initiative and the expected behavior when working within the community. Transportation routes were defined based on safety and the need to minimize disruption to local traffic while haul-times where scheduled around school bus hours to enhance public safety. The successful completion of this first of many remediation projects to be completed under the Port Hope Area Initiative reflected years of careful planning. Nevertheless, there were a number of 'lessons learned' that have been applied on other ongoing projects be completed under the Port Hope Area Initiative. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS2010

4D Dynamic RNP Annual Interim Report-Year 1

This Annual Interim Report summarizes the activities led by Raytheon, in collaboration with GE Aviation and SAIC, and presents the results obtained during the first year of this research effort to expand the RNP concept to 4 dimensions relative to a dynamic frame of reference. Joint Program Development Office (JPDO)Concepts of Operations for the Next Generation Air Transportation System (NextGen) considers 4 Dimension Trajectory (4DT) procedures a key enabler to Trajectory Based Operations (TBO). The JPDO defines 4DT as a precise description of an aircraft path in space and time . While NextGen assumes that this path is defined within an Earth-reference frame, many 4DT procedure implementations will require an aircraft to precisely navigate relative to a moving reference such as another aircraft to form aggregate flows or a weather cell to allow for flows to shift. Current methods of implementing routes and flight paths rely on aircraft meeting a Required Navigation Performance (RNP) specification and being equipped with a monitoring and alerting capability to annunciate when the aircraft system is unable to meet the performance specification required for the operation. Since all aircraft today operate within the NAS relative to fixed reference points, the current RNP definition is deemed satisfactory. However, it is not well understood how the current RNP construct will support NextGen 4DT procedures where aircraft operate relative to each other or to other dynamic frames of reference. The objective of this research effort is to analyze candidate 4DT procedures from both an Air Navigation Service Provider (ANSP) and aircraft perspective, to identify their specific navigational requirements, assess the shortcomings of the current RNP construct to meet these requirements, to propose an extended 4 Dimensional Dynamic RNP (4D Dynamic RNP) construct that accounts for the dynamic spatial and temporal nature of the selected 4DT procedures, and finally, to design an experiment using the Airspace and Traffic Operations Simulation (ATOS) system to validate the 4D Dynamic RNP construct. This Annual Interim Report summarizes the activities led by Raytheon, in collaboration with GE Aviation and SAIC, and presents the results obtained during the first year of this research effort to expand the RNP concept to 4 dimensions relative to a dynamic frame of reference. A comprehensive assessment of the state-of-the-art international implementation of current RNP was completed and presented in the Contractor Report RNP State-of-the-Art Assessment, Version 4, 17 December 2008 . The team defined in detail two 4DT operations, Airborne Precision Spacing and Self-Separation, that are ideally suited to be supported by 4D Dynamic RNP and developed their respective conceptual frameworks, Required Interval Management Performance (RIMP) Version 1.1, 13 April 2009 and Required Self Separation Performance (RSSP) Version 1.1, 13 April 2009 . Finally, the team started the development of a mathematical model and simulation tool for RIMP and RSSP scheduled to be delivered during the second year of this research effort.

Finkelsztein, Daniel M.↗