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NASA NTRS1983

Primary separation between three aircraft using traffic displays

The use of a sophisticated traffic and map display termed electronic flight rules (EFR) by general aviation pilots for primary seperation in low density airspace is studied. The experimental flights were made under four conditions: with and without sensor noise in the traffic information and with and without communications for traffic coordination. Pilots were required to maintain two miles horizontal and 500 ft vertical separation from other aircraft for 24 different traffic situations repeated randomly for each of the four experimental conditions. Of 1152 aircraft encounters 12.8 percent were in violation of separation minimums. In general, the effects of sensor noise were minimal, communications affected some of the measures, and the group effect was quite significant. When pilots were able to communicate and coordinate their maneuvers, the time to resolve conflict was reduced.

Chappell, S. L.↗

NASA NTRS1983

Potential interactions of collision avoidance advisories and cockpit displays of traffic information

Future aircraft cockpits may be equipped with both collision avoidance systems and cockpit traffic situation displays. This paper summarizes a series of experiments investigating a pilot's ability to make a variety of traffic related decisions with a traffic display. Some of the key findings were: Pilots were not able to accurately judge the future position of an aircraft unless the display contained predictor symbols. Pilots' subjective judgements of threat were inversely proportional to time to closest approach but generally were not sensitive to small changes of other parameters of the encounter. When pilots were asked to make avoidance maneuvers based solely on the traffic display, they began their maneuvers well before a CAS advisory would have been triggered. Provided sufficient time was available, pilots preferred horizontal avoidance maneuvers.

Palmer, E.↗

NASA NTRS1984

Enhanced TCAS 2/CDTI traffic Sensor digital simulation model and program description

Digital simulation models of enhanced TCAS 2/CDTI traffic sensors are developed, based on actual or projected operational and performance characteristics. Two enhanced Traffic (or Threat) Alert and Collision Avoidance Systems are considered. A digital simulation program is developed in FORTRAN. The program contains an executive with a semireal time batch processing capability. The simulation program can be interfaced with other modules with a minimum requirement. Both the traffic sensor and CAS logic modules are validated by means of extensive simulation runs. Selected validation cases are discussed in detail, and capabilities and limitations of the actual and simulated systems are noted. The TCAS systems are not specifically intended for Cockpit Display of Traffic Information (CDTI) applications. These systems are sufficiently general to allow implementation of CDTI functions within the real systems' constraints.

Goka, T.↗

NASA NTRS1986

Economical Video Monitoring of Traffic

Data compression allows video signals to be transmitted economically on telephone circuits. Telephone lines transmit television signals to remote traffic-control center. Lines also carry command signals from center to TV camera and compressor at highway site. Video system with television cameras positioned at critical points on highways allows traffic controllers to determine visually, almost immediately, exact cause of traffic-flow disruption; e.g., accidents, breakdowns, or spills, almost immediately. Controllers can then dispatch appropriate emergency services and alert motorists to minimize traffic backups.

Houser, B. C.↗

NASA NTRS1986

An optimization model for the US Air-Traffic System

A systematic approach for monitoring U.S. air traffic was developed in the context of system-wide planning and control. Towards this end, a network optimization model with nonlinear objectives was chosen as the central element in the planning/control system. The network representation was selected because: (1) it provides a comprehensive structure for depicting essential aspects of the air traffic system, (2) it can be solved efficiently for large scale problems, and (3) the design can be easily communicated to non-technical users through computer graphics. Briefly, the network planning models consider the flow of traffic through a graph as the basic structure. Nodes depict locations and time periods for either individual planes or for aggregated groups of airplanes. Arcs define variables as actual airplanes flying through space or as delays across time periods. As such, a special case of the network can be used to model the so called flow control problem. Due to the large number of interacting variables and the difficulty in subdividing the problem into relatively independent subproblems, an integrated model was designed which will depict the entire high level (above 29000 feet) jet route system for the 48 contiguous states in the U.S. As a first step in demonstrating the concept's feasibility a nonlinear risk/cost model was developed for the Indianapolis Airspace. The nonlinear network program --NLPNETG-- was employed in solving the resulting test cases. This optimization program uses the Truncated-Newton method (quadratic approximation) for determining the search direction at each iteration in the nonlinear algorithm. It was shown that aircraft could be re-routed in an optimal fashion whenever traffic congestion increased beyond an acceptable level, as measured by the nonlinear risk function.

Mulvey, J. M.↗

NASA NTRS1986

Fairness of channel access for non-time-critical traffic using the FDDI token ring protocol

The Fiber Distributed Data Interface (FDDI) is an ANSI draft proposed standard for a 100 megabit per second fiber optic token ring. FDDI supports two types of traffic, synchronous and asynchronous. Synchronous traffic is time critical traffic; stations are assigned guaranteed bandwidth to support their synchronous needs. Asynchronous traffic is lower priority and is sent only if time permits. It is proved analytically that the FDDI access protocol provides all stations on the ring with equal access to the channel to transmit asynchronous frames, regardless of the relative sizes of synchronous bandwidth allocations for individual stations. Analytic results are supported with data from simulation runs.

Johnson, M. J.↗

NASA NTRS1985

Space based radar application to air traffic control

Future control of increasing air traffic on international routes will require significant advances in techniques employed. Development is underway, but at this time does not include addition of radar coverage of vast areas of oceanic traffic. This paper addresses the potential for a space-based radar to provide detection and track of aircraft in future traffic scenarios. Factors that must be considered in further tradeoff and concept optimization are discussed. These include: (1) satellite constellation characteristics and associated coverage, (2) efficient use of available energy in track-while-scan strategies, (3) development of tracker approaches to accommodate inherent system constraints, and (4) the application of transponders to assist in dense traffic environments. The analysis assumes the continued development and availability of technology required for high spacecraft power systems (hundreds of kilowatts), and for radar subclutter visibility.

Caime, W. J.↗

NASA NTRS1988

The Traffic-Alert and Collision Avoidance System (TCAS) in the glass cockpit

This volume contains the contributions of the participants in the NASA Ames Research Center workshop on the traffic-alert and collision avoidance system (TCAS) implementation for aircraft with cathode ray tube (CRT) or flat panel displays. To take advantage of the display capability of the advanced-technology aircraft, NASA sponsored this workshop with the intent of bringing together industry personnel, pilots, and researchers so that pertinent issues in the area could be identified. During the 2-day workshop participants addressed a number of issues including: What is the optimum format for TCAS advisories. Where and how should maneuver advisories be presented to the crew. Should the maneuver advisories be presented on the primary flight display. Is it appropriate to have the autopilot perform the avoidance maneuver. Where and how should traffic information be presented to the crew. Should traffic information be combined with weather and navigation information. How much traffic should be shown and what ranges should be used. Contained in the document are the concepts and suggestions produced by the workshop participants.

Chappell, Sheryl L.↗

NASA NTRS1988

Design of automation tools for management of descent traffic

The design of an automated air traffic control system based on a hierarchy of advisory tools for controllers is described. Compatibility of the tools with the human controller, a key objective of the design, is achieved by a judicious selection of tasks to be automated and careful attention to the design of the controller system interface. The design comprises three interconnected subsystems referred to as the Traffic Management Advisor, the Descent Advisor, and the Final Approach Spacing Tool. Each of these subsystems provides a collection of tools for specific controller positions and tasks. This paper focuses primarily on the Descent Advisor which provides automation tools for managing descent traffic. The algorithms, automation modes, and graphical interfaces incorporated in the design are described. Information generated by the Descent Advisor tools is integrated into a plan view traffic display consisting of a high-resolution color monitor. Estimated arrival times of aircraft are presented graphically on a time line, which is also used interactively in combination with a mouse input device to select and schedule arrival times. Other graphical markers indicate the location of the fuel-optimum top-of-descent point and the predicted separation distances of aircraft at a designated time-control point. Computer generated advisories provide speed and descent clearances which the controller can issue to aircraft to help them arrive at the feeder gate at the scheduled times or with specified separation distances. Two types of horizontal guidance modes, selectable by the controller, provide markers for managing the horizontal flightpaths of aircraft under various conditions. The entire system consisting of descent advisor algorithm, a library of aircraft performance models, national airspace system data bases, and interactive display software has been implemented on a workstation made by Sun Microsystems, Inc. It is planned to use this configuration in operational evaluations at an en route center.

Erzberger, Heinz↗

NASA NTRS1989

Design of automated system for management of arrival traffic

Erzberger, Heinz↗

NASA NTRS1990

Analysis of sequencing and scheduling methods for arrival traffic

The air traffic control subsystem that performs scheduling is discussed. The function of the scheduling algorithms is to plan automatically the most efficient landing order and to assign optimally spaced landing times to all arrivals. Several important scheduling algorithms are described and the statistical performance of the scheduling algorithms is examined. Scheduling brings order to an arrival sequence for aircraft. First-come-first-served scheduling (FCFS) establishes a fair order, based on estimated times of arrival, and determines proper separations. Because of the randomness of the traffic, gaps will remain in the scheduled sequence of aircraft. These gaps are filled, or partially filled, by time-advancing the leading aircraft after a gap while still preserving the FCFS order. Tightly scheduled groups of aircraft remain with a mix of heavy and large aircraft. Separation requirements differ for different types of aircraft trailing each other. Advantage is taken of this fact through mild reordering of the traffic, thus shortening the groups and reducing average delays. Actual delays for different samples with the same statistical parameters vary widely, especially for heavy traffic.

Neuman, Frank↗

NASA NTRS1991

Airborne Four-Dimensional Flight Management in a Time-based Air Traffic Control Environment

Advanced Air Traffic Control (ATC) systems are being developed which contain time-based (4D) trajectory predictions of aircraft. Airborne flight management systems (FMS) exist or are being developed with similar 4D trajectory generation capabilities. Differences between the ATC generated profiles and those generated by the airborne 4D FMS may introduce system problems. A simulation experiment was conducted to explore integration of a 4D equipped aircraft into a 4D ATC system. The NASA Langley Transport Systems Research Vehicle cockpit simulator was linked in real time to the NASA Ames Descent Advisor ATC simulation for this effort. Candidate procedures for handling 4D equipped aircraft were devised and traffic scenarios established which required time delays absorbed through speed control alone or in combination with path stretching. Dissimilarities in 4D speed strategies between airborne and ATC generated trajectories were tested in these scenarios. The 4D procedures and FMS operation were well received by airline pilot test subjects, who achieved an arrival accuracy at the metering fix of 2.9 seconds standard deviation time error. The amount and nature of the information transmitted during a time clearance were found to be somewhat of a problem using the voice radio communication channel. Dissimilarities between airborne and ATC-generated speed strategies were found to be a problem when the traffic remained on established routes. It was more efficient for 4D equipped aircraft to fly trajectories with similar, though less fuel efficient, speeds which conform to the ATC strategy. Heavy traffic conditions, where time delays forced off-route path stretching, were found to produce a potential operational benefit of the airborne 4D FMS.

Williams, David H.↗

NASA NTRS1990

The Traffic Management Advisor

The traffic management advisor (TMA) is comprised of algorithms, a graphical interface, and interactive tools for controlling the flow of air traffic into the terminal area. The primary algorithm incorporated in it is a real-time scheduler which generates efficient landing sequences and landing times for arrivals within about 200 n.m. from touchdown. A unique feature of the TMA is its graphical interface that allows the traffic manager to modify the computer-generated schedules for specific aircraft while allowing the automatic scheduler to continue generating schedules for all other aircraft. The graphical interface also provides convenient methods for monitoring the traffic flow and changing scheduling parameters during real-time operation.

Nedell, William↗

NASA NTRS1992

Design of an air traffic computer simulation system to support investigation of civil tiltrotor aircraft operations

This research project addresses the need to provide an efficient and safe mechanism to investigate the effects and requirements of the tiltrotor aircraft's commercial operations on air transportation infrastructures, particularly air traffic control. The mechanism of choice is computer simulation. Unfortunately, the fundamental paradigms of the current air traffic control simulation models do not directly support the broad range of operational options and environments necessary to study tiltrotor operations. Modification of current air traffic simulation models to meet these requirements does not appear viable given the range and complexity of issues needing resolution. As a result, the investigation of systemic, infrastructure issues surrounding the effects of tiltrotor commercial operations requires new approaches to simulation modeling. These models should be based on perspectives and ideas closer to those associated with tiltrotor air traffic operations.

Rogers, Ralph V.↗

NASA NTRS1994

Conflict-free trajectory planning for air traffic control automation

As the traffic demand continues to grow within the National Airspace System (NAS), the need for long-range planning (30 minutes plus) of arrival traffic increases greatly. Research into air traffic control (ATC) automation at ARC has led to the development of the Center-TRACON Automation System (CTAS). CTAS determines optimum landing schedules for arrival traffic and assists controllers in meeting those schedules safely and efficiently. One crucial element in the development of CTAS is the capability to perform long-range (20 minutes) and short-range (5 minutes) conflict prediction and resolution once landing schedules are determined. The determination of conflict-free trajectories within the Center airspace is particularly difficult because of large variations in speed and altitude. The paper describes the current design and implementation of the conflict prediction and resolution tools used to generate CTAS advisories in Center airspace. Conflict criteria (separation requirements) are defined and the process of separation prediction is described. The major portion of the paper will describe the current implementation of CTAS conflict resolution algorithms in terms of the degrees of freedom for resolutions as well as resolution search techniques. The tools described in this paper have been implemented in a research system designed to rapidly develop and evaluate prototype concepts and will form the basis for an operational ATC automation system.

Slattery, Rhonda↗

NASA NTRS1997

Predictive Features of a Cockpit Traffic Display: A Workload Assessment

Eighteen pilots flew a series of traffic avoidance maneuvers in an experiment designed to assess the support offered and workload imposed by different levels of traffic display information in a free flight simulation. Three display prototypes were compared which differed in traffic information provided. A BASELINE (BL) display provided current and (2nd order) predicted information regarding ownship and current information of an intruder aircraft, represented on lateral and vertical displays in a coplanar suite. An INTRUDER PREDICTOR (IP) display, augmented the baseline display by providing lateral and vertical prediction of the intruder aircraft. A THREAT VECTOR (TV) display added to the IP display a vector that indicates the direction from ownship to the intruder at the predicted point of closest contact (POCC). The length of the vector corresponds to the radius of the protected zone, and the distance of the intersection of the vector with ownship predictor, corresponds to the time available till POCC or loss of separation. Pilots time shared the traffic avoidance task with a secondary task requiring them to monitor the top of the display for faint targets. This task simulated the visual demands of out-of-cockpit scanning, and hence was used to estimate the head-down time required by the different display formats. The results revealed that both display augmentations improved performance (safety) as assessed by predicted and actual loss of separation (i.e., penetration of the protected zone). Both enhancements also reduced workload, as assessed by the NASA TLX scale. The intruder predictor display produced these benefits with no substantial impact on the qualitative nature of the avoidance maneuvers that were selected. The threat vector produced the safety benefits by inducing a greater degree of (effective) lateral maneuvering, thus partially offsetting the benefits of reduced workload. The three displays did not differ in terms of their effect on performance of the monitoring task, used to infer head-down time, nor in the extent of vertical or airspeed maneuvering. The results are discussed in terms of their implications for 19 cognitive engineering design features.

Wickens, Christopher D.↗

NASA NTRS2001

Real-Time Surface Traffic Adviser

A real-time data management system which uses data generated at different rates by multiple heterogeneous incompatible data sources are presented. In one embodiment, the invention is as an airport surface traffic data management system (traffic adviser) that electronically interconnects air traffic control, airline, and airport operations user communities to facilitate information sharing and improve taxi queuing. The system uses an expert system to fuse dam from a variety of airline, airport operations, ramp control, and air traffic control sources, in order to establish, predict, and update reference data values for every aircraft surface operation.

Brian J Glass↗

NASA NTRS1997

Experimental Studies of the Effect of Intent Information on Cockpit Traffic Displays

Intent information provides knowledge of another aircraft's current and future trajectory states. Prototype traffic displays were designed for four different levels of intent: Position, Rate, Commanded State, and FMS (Flight Management System)-Path. The current TCAS (traffic collision avoidance systems) Display, which shows altitude rate in addition to current position and altitude, was used as a baseline and represents the lowest level of intent. The Rate, Commanded State, and FMS-Path Displays show increasing levels of intent information using TCAS-like symbology in addition to incorporating a conflict probe and profile view display. An initial experiment was run on the MIT (Massachusetts Institute of Technology) Part Task Flight Simulator in which eight airline pilots flew five traffic scenarios with each of the four displays. Results show that pilots had fewer separation violations and maneuvered earlier with the three intent displays. Separation violations were reduced when pilots maneuvered earlier. A second experiment was run to compare performance between displaying intent information directly and incorporating it into a conflict probe. A different set of eight airline pilots flew four traffic scenarios with the TCAS and Commanded State Displays with and without the conflict probe. Conflict probes with two minute and long range look-ahead times were tested. Displaying conflict bands or showing intent information directly both led to fewer separation violations and earlier avoidance maneuvers than the base TCAS Display. Performance was similar between the two minute and long range look-ahead conflict probes. Pilots preferred all intent displays over the TCAS Display.

Barhydt, Richard↗