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NASA NTRS1993

Hazard evaluation and operational cockpit display of ground-measured windshear data

Low-altitude windshear is the leading weather-related cause of fatal aviation accidents in the U.S. Since 1964, there have been 26 accidents attributed to windshear resulting in over 500 fatalities. Low-altitude windshear can take several forms, including macroscopic forms such as cold-warm gustfronts down to the small, intense downdrafts known as microbursts. Microbursts are particularly dangerous and difficult to detect due to their small size, short duration, and occurrence under both heavy precipitation and virtually dry conditions. For these reasons, the real-time detection of windshear hazards is a very active field of research. Also, the advent of digital ground-to-air datalinks and electronic flight instrumentation opens up many options for implementation of windshear alerts in the terminal area environment. Study is required to determine the best content, format, timing, and cockpit presentation of windshear alerts in the modern ATC environment to best inform the flight crew without significantly increasing crew workload.

Wanke, Craig↗

NASA NTRS1993

Multi Wave Link: An interactive database for co-ordination of multiwavelength programs

Multi Wave Link is an operational database used by the international astronomical community to plan and coordinate multiwavelength observational campaigns on various celestial objects. This facility has been and continues to be an essential tool for the organization of numerous simultaneous ground-based and satellite observations. The Multi Wave Link system has both an interactive component and an electronic mail alert notice component. The interactive portion contains a database of schedules from several of the world's larger observatories and orbiting satellites. Lists of observers, observatories, and their available instrumentation are additionally contained in the system. Another feature added to the software allows the user to search the Royal Greenwich Observatory e-mail listing of international astronomers. This capability is often used by astronomers to find the electronic address of colleagues for improved communication. However, the most productive aspect of the Multi Wave Link system appears to be one of the simplest parts of the system: the electronic mail alert notices for observing campaigns. Information useful in planning the structure of future astronomical databases can be obtained by studying patterns of use of the Multi Wave Link system. This paper analyzes 22 months of Multi Wave Link usage from Sep. 1991 - Jul. 1993.

Cordova, France↗

NASA NTRS1994

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator was successfully used to evaluate graphical microbursts alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

Wanke, Craig↗

NASA NTRS1992

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) has developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator has been successfully used to evaluate graphical microburst alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

Wanke, Craig↗

NASA NTRS1997

Conflict Detection and Resolution for Future Air Transportation Management

With a Free Flight policy, the emphasis for air traffic control is shifting from active control to passive air traffic management with a policy of intervention by exception. Aircraft will be allowed to fly user preferred routes, as long as safety Alert Zones are not violated. If there is a potential conflict, two (or more) aircraft must be able to arrive at a solution for conflict resolution without controller intervention. Thus, decision aid tools are needed in Free Flight to detect and resolve conflicts, and several problems must be solved to develop such tools. In this report, we analyze and solve problems of proximity management, conflict detection, and conflict resolution under a Free Flight policy. For proximity management, we establish a system based on Delaunay Triangulations of aircraft at constant flight levels. Such a system provides a means for analyzing the neighbor relationships between aircraft and the nearby free space around air traffic which can be utilized later in conflict resolution. For conflict detection, we perform both 2-dimensional and 3-dimensional analyses based on the penetration of the Protected Airspace Zone. Both deterministic and non-deterministic analyses are performed. We investigate several types of conflict warnings including tactical warnings prior to penetrating the Protected Airspace Zone, methods based on the reachability overlap of both aircraft, and conflict probability maps to establish strategic Alert Zones around aircraft.

Krozel, Jimmy↗

NASA NTRS1998

A Future of Satellite-Aided Search and Rescue

Satellite technology has been an integral part of maritime search and rescue since the Cospas-Sarsat system began operation in 1984. This system, credited with more than eighty-six hundred lives saved, has recently been augmented to provide immediate response through geostationary satellites. The other satellite-based distress alerting system, INMARSAT, launched its emergency Standard C service in 1991 and Standard E in 1997. Current plans call for a continuation of service from both of these vital systems at least through the first decade of the next century. We are currently witnessing the construction of a number of new satellite systems that will have the potential for revolutionizing mobile communications. These systems will be capable of emergency communication, and must be given due consideration in any look at the future, This paper reviews existing systems using satellites for distress alerting, describes the plans in place for them, and discusses likely developments.

Wallace, Ronald↗

NASA NTRS1997

Individual Differences in Response to Sleep Deprivation: Assessment of Fatigue Following Sleep Loss

Previous work has indicated that a small but significant number of participants in sleep deprivation studies or in simulated shift work experiments manifests an exaggerated performance decrement when they reach a critical point in the experiment, usually near the trough of the circadian cycle or the middle of the night. Those who show this exaggerated response do not appear to differ from other non-nal volunteers in any substantial way according to usual screening criteria or baseline values. The present study aims to examine factors that may provide the basis for this extreme response. We propose that a preexisting sleep deficit-as manifested by low values on the Multiple Sleep Latency Test (MSLT)-may account for extreme responders. Roth and colleagues (1993) have shown that among normal volunteers screened for a variety of studies, approximately 20 to 25 percent show low (< 6 minutes) MSLT scores on a consistent basis, whereas a like proportion shows consistently high MSLT scores (> 13 minutes). Additionally, studies by this group have indicated that subjects with low MSLT scores may suffer from chronic insufficient sleep (Roth et al., 1993), as further substantiated by the finding that they have consistently higher nocturnal sleep efficiency and that their MSLT scores rise to normal values when sleep is extended (Roehrs et al., 1996). We hypothesize that the short MSLT subjects have a significant long-term sleep deficit that leads to a marked intolerance for sleep deprivation or shift work. We further suggest that this sleep debt may signify an increased sleep need in these individuals that is not met either due to personal preference or to societal pressures (or both). If this speculation is accurate, then we predict that the tolerance for sleep deprivation in such individuals can be increased by "pretreatment" with sleep extension. Thus, the present study is designed to test the following two hypotheses: subjects with nominal sleep patterns who have low MSLT scores (e.g., Sleepy subjects) will show an exaggerated response (performance decrement) to sleep loss compared to subjects who have high MSLT scores (Alert subjects) on a nominal sleep schedule. when permitted to extend sleep-thus discharging their sleep debt-the Sleepy subjects will show a sleep-loss response resembling that of the Alert subjects.

Carskadon, Mary A.↗

NASA NTRS1997

Individual Differences in Response to Sleep Deprivation: Assessment of Fatigue Following Sleep Loss

Previous work has indicated that a small but significant number of participants in sleep deprivation studies or in simulated shift work experiments manifests an exaggerated performance decrement when they reach a critical point in the experiment, usually near the trough of the circadian cycle or the middle of the night. Those who show this exaggerated response do not appear to differ from other non-nal volunteers in any substantial way according to usual screening criteria or baseline values. The present study aims to examine factors that may provide the basis for this extreme response. We propose that a preexisting sleep deficit-as manifested by low values on the Multiple Sleep Latency Test (MSLT)-may account for extreme responders. It has been shown that among normal volunteers screened for a variety of studies, approximately 20 to 25 percent show low (< 6 minutes) MSLT scores on a consistent basis, whereas a like proportion shows consistently high MSLT scores (> 13 minutes). Additionally, studies by this group have indicated that subjects with low MSLT scores may suffer from chronic insufficient sleep, as further substantiated by the finding that they have consistently higher nocturnal sleep efficiency and that their MSLT scores rise to normal values when sleep is extended. We hypothesize that the short MSLT subjects have a significant long-term sleep deficit that leads to a marked intolerance for sleep deprivation or shift work. We further suggest that this sleep debt may signify an increased sleep need in these individuals that is not met either due to personal preference or to societal pressures (or both). If this speculation is accurate, then we predict that the tolerance for sleep deprivation in such individuals can be increased by "pretreatment" with sleep extension. Thus, the present study is designed to test the following two hypotheses: (1) subjects with nominal sleep patterns who have low MSLT scores (e.g., Sleepy subjects) will show an exaggerated response (performance decrement) to sleep loss compared to subjects who have high MSLT scores (Alert subjects) on a nominal sleep schedule; (2) when permitted to extend sleep--thus discharging their sleep debt-the Sleepy subjects will show a sleep-loss response resembling that of the Alert subjects.

Carskadon, Mary A.↗

NASA NTRS1997

Individual Differences in Response to Sleep Deprivation: Assessment of Fatigue Following Sleep Loss

Previous work has indicated that a small but significant number of participants in sleep deprivation studies or in simulated shift work experiments manifests an exaggerated performance decrement when they reach a critical point in the experiment, usually near the trough of the circadian cycle or the middle of the night. Those who show this exaggerated response do not appear to differ from other normal volunteers in any substantial way according to usual screening criteria or baseline values. The present study aims to examine factors that may provide the basis for this extreme response. We propose that a preexisting sleep deficit-as manifested by low values on the Multiple Sleep Latency Test (MSLT)-may account for extreme responders. Roth and colleagues (1993) have shown that among normal volunteers screened for a variety of studies, approximately 20 to 25 percent show low (< or = 6 minutes) MSLT scores on a consistent basis, whereas a like proportion shows consistently high MSLT scores (> or = 13 minutes). Additionally, studies by this group have indicated that subjects with low MSLT scores may suffer from chronic insufficient sleep (Roth et al., 1993), as further substantiated by the finding that they have consistently higher nocturnal sleep efficiency and that their MSLT scores rise to normal values when sleep is extended (Roehrs et al., 1996). We hypothesize that the short MSLT subjects have a significant long-term sleep deficit that leads to a marked intolerance for sleep deprivation or shift work. We further suggest that this sleep debt may signify an increased sleep need in these individuals that is not met either due to personal preference or to societal pressures (or both). If this speculation is accurate, then we predict that the tolerance for sleep deprivation in such individuals can be increased by "pretreatment" with sleep extension. Thus, the present study is designed to test the following two hypotheses: subjects with nominal sleep patterns who have low MSLT scores (e.g., Sleepy subjects) will show an exaggerated response (performance decrement) to sleep loss compared to subjects who have high MSLT scores (Alert subjects) on a nominal sleep schedule. When permitted to extend sleep-thus discharging their sleep debt-the Sleepy subjects will show a sleep-loss response resembling that of the Alert subjects.

Carskadon, Mary A.↗

NASA NTRS1996

Evaluating Fatigue in Operational Settings: The NASA Ames Fatigue Countermeasures Program

In response to a 1980 Congressional request, NASA Ames initiated a program to examine fatigue in flight operations. The Program objectives are to examine fatigue, sleep loss, and circadian disruption in flight operations, determine the effects of these factors on flight crew performance, and the development of fatigue countermeasures. The NASA Ames Fatigue Countermeasures Program conducts controlled laboratory experiments, full-mission flight simulations, and field studies. A range of subjective, behavioral, performance, physiological, and environmental measures are used depending on study objectives. The Program has developed substantial expertise in gathering data during actual flight operations and in other work settings. This has required the development of ambulatory and other measures that can be carried throughout the world and used at 41,000 feet in aircraft cockpits. The NASA Ames Fatigue Countermeasures Program has examined fatigue in shorthaul, longhaul, overnight cargo, and helicopter operations. A recent study of planned cockpit rest periods demonstrated the effectiveness of a brief inflight nap to improve pilot performance and alertness. This study involved inflight reaction time/vigilance performance testing and EEG/EOG measures of physiological alertness. The NASA Ames Fatigue Countermeasures Program has applied scientific findings to the development of education and training materials on fatigue countermeasures, input to federal regulatory activities on pilot flight, duty, and rest requirements, and support of National Transportation Safety Board accident investigations. Current activities are examining fatigue in nonaugmented longhaul flights, regional/commuter flight operations, corporate/business aviation, and psychophysiological variables related to performance.

Rosekind, Mark R.↗

NASA NTRS1997

Sleep and Rest Requirements: Physiological Considerations

Sleep is a vital physiological need which must be met to insure optimal functioning. A single night of significantly shortened sleep negatively impacts performance, alertness, and mood. Restricted sleep studies have shown that even a relatively small amount of sleep loss over several consecutive days can be additive and result in a cumulative sleep debt with similar detrimental effects. Compounding the problem of sleep loss in the operational environment is the poor correlation between subjective reports of sleepiness and objective measures of physiological sleep need. Some of the factors determining how sleepy an individual is at a given point in time are: (1) individual characteristics (e.g., amount of prior sleep and wakefulness, circadian phase, age), (2) environmental conditions (e.g., noise, temperature, amount of social interaction), and (3) task variables (e.g., signal rate, workload). Although sleep need can be masked with medications, the only way to reduce it is with sleep itself. The timing of the sleep period can affect sleep duration and quality and thus its restorative strength. The data are clear that increasing sleep time results in improved alertness. This paper will briefly review the scientific findings on sleep need, the effects of sleep loss, napping strategies, and the implications of incorporating physiologically sound sleep and rest strategies into the operational aviation environment.

Neri, David F.↗

NASA NTRS1997

Empirical and Analytic Studies Human/Automation Dynamics in Airspace Management for Free Flight

NASA and the FAA have initiated programs of research and development to provide flight crew, airline operations and air traffic managers with automation aids to increase capacity in en route and terminal area to support the goals of free flight for safe, flexible, predictable, and efficient operations. To support the development of those aiding systems human performance in automated aiding has been examined in empirical and computationally analytic studies. This paper presents a set of those studies in full mission simulation and the development of a predictive computational model of human performance. We have found that the combination of methodologies provide a powerful design-aiding process. We will describe three research programs in support of Free Flight Operations from the perspective of human performance requirements. We have examined procedures and communications in the use of voice and data-link operation at the transition between unconstrained (enroute) and constrained (terminal) airspace operations. We have examined the timing and form of Center TRACON Automation System (CTAS) advisories in descent. We have investigated the shape and dimensions of an 'alert zone' for air-based separation in unconstrained operations. Finally, we have examined the interaction of a ground-based conflict detection/resolution aiding system, as it interacts with a cockpit-based conflict alerting mechanism. Additional information is contained in the original extended abstract.

Corker, Kevin M.↗

NASA NTRS2002

NASA Runway Incursion Prevention System (RIPS) Dallas-Fort Worth Demonstration Performance Analysis

NASA's Aviation Safety Program Synthetic Vision System project conducted a Runway Incursion Prevention System (RIPS) flight test at the Dallas-Fort Worth International Airport in October 2000. The RIPS research system includes advanced displays, airport surveillance system, data links, positioning system, and alerting algorithms to provide pilots with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warnings of runway incursions. This report describes the aircraft and ground based runway incursion alerting systems and traffic positioning systems (Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B)). A performance analysis of these systems is also presented.

Cassell, Rick↗

NASA NTRS1991

Collision Avoidance System

Ames Research Center teamed with the Federal Aviation Administration (FAA) to study human performance factors associated with the use of the Traffic Alert and Collision Avoidance system (TCAS II) in an operational environment. TCAS is designed to alert pilots of the presence of other aircraft in their vicinity, to identify and track those who could be a threat, and to recommend action to avoid a collision. Ames conducted three laboratory experiments. The first showed that pilots were able to use the TCAS II correctly in the allowable time. The second tested pilots' response to changes in the avoidance advisories, and the third examined pilots' reactions to alternative displays. After a 1989 congressional mandate, the FAA ruled that TCAS would be required on all passenger carrying aircraft (to be phased in completely by 1995).

Source record↗

NASA NTRS2002

Runway Incursion Prevention System Simulation Evaluation

A Runway Incursion Prevention System (RIPS) was evaluated in a full mission simulation study at the NASA Langley Research center in March 2002. RIPS integrates airborne and ground-based technologies to provide (1) enhanced surface situational awareness to avoid blunders and (2) alerts of runway conflicts in order to prevent runway incidents while also improving operational capability. A series of test runs was conducted in a high fidelity simulator. The purpose of the study was to evaluate the RIPS airborne incursion detection algorithms and associated alerting and airport surface display concepts. Eight commercial airline crews participated as test subjects completing 467 test runs. This paper gives an overview of the RIPS, simulation study, and test results.

Jones, Denise R.↗

NASA NTRS2003

How Can The SN-GRB Time Delay Be Measured?

The connection between SNe and GRBs, launched by SN 1998bw / GRB 980425 and clinched by SN 2003dh / GRB 030329-with the two GRBs differing by a factor of approximately 50000 in luminosity-so far suggests a rough upper limit of approximately 1-2 days for the delay between SN and GRB. Only four SNe have had nonnegligible coverage in close coincidence with the initial explosion, near the W shock breakout: two Qpe II, and two Type IC, SN 1999ex and SN 1998bw. For the latter, only a hint of the minimum between the UV maximum and the radioactivity bump served to help constrain the interval between SN and GRB. Swift GRB alerts may provide the opportunity to study many SNe through the UV breakout phase: GRB 980425 look dikes -apparently nearby, low- luminosity, soft-spectrum, long-lag GRBs-accounted for half of BATSE bursts near threshold, and may dominate the Swift yield near threshold, since it has sensitivity to lower energies than did BATSE. The SN to GRB delay timescale should be better constrained by prompt UV/optical observations alerted by these bursts. Definitive delay measurements may be obtained if long-lag bursters are truly nearby: The SNe/GRBs could emit gravitational radiation detectable by LIGO-II if robust non-axisymmetric bar instabilities develop during core collapse, and/or neutrino emission may be detectable as suggested by Meszaros et al.

Norris, J. P.↗

NASA NTRS2003

Human Factors Considerations for Safe Recovery from Faults In Flight Control Systems

It is now possible - and important - to develop systems to help resolve Flight Control System (FCS) faults. From a human factors viewpoint, it is imperative that these systems take on roles, and provide functions, that are the most supportive to the pilot, given the stress, time pressure and workload they may experience following a FCS fault. FCS fault recovery systems may provide several different functions, including alerting, control assistance, and decision aiding. The biggest human factors questions are in the role suitable for the technology, and its specific functioning to achieve that role. Specifically, for these systems to be effective, they must meet the fundamental requirements that (1) they alert pilots to problems early enough that the pilot can reasonably resolve the fault and regain control of the aircraft and that (2) if the aircraft s handling qualities are severely degraded the HMS provide the appropriate stability augmentation to help the pilot stabilize and control the aircraft. This project undertook several research steps to develop such systems, focusing on the capabilities of pilots and on realistically attainable technologies. The ability to estimate which functions are the most valuable will help steer system development in the directions that can establish the highest safety levels.

Pritchett, Amy↗

NASA NTRS2002

Regaining Lost Separation in a Piloted Simulation of Autonomous Aircraft Operations

NASA is currently investigating a new concept of operations for the National Airspace System, designed to improve capacity while maintaining or improving current levels of safety. This concept, known as Distributed Air/Ground Traffic Management (DAG-TM), allows appropriately equipped autonomous aircraft to maneuver freely for flight optimization while resolving conflicts with other traffic and staying out of special use airspace and hazardous weather. While Airborne Separation Assurance System (ASAS) tools would normally allow pilots to resolve conflicts before they become hazardous, evaluation of system performance in sudden, near-term conflicts is needed in order to determine concept feasibility. If an acceptable safety level can be demonstrated in these situations, then operations may be conducted with lower separation minimums. An experiment was conducted in NASA Langley s Air Traffic Operations Lab to address issues associated with resolving near-term conflicts and the potential use of lower separation minimums. Sixteen commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts. Required separation standards were set at either 3 or 5 NM lateral spacing, with 1000 ft vertical separation being used for both cases. Reducing the lateral separation from 5 to 3 NM did not appear to increase operational risk, as indicated by the proximity to the intruder aircraft. Pilots performed better when they followed tactical guidance cues provided by ASAS than when they didn't follow the guidance. As air-air separation concepts are evolved, further studies will consider integration issues between ASAS and existing Airborne Collision Avoidance Systems (ACAS).These types of non-normal events will require the ASAS to provide effective alerts and resolutions prior to the time that an Airborne Collision Avoidance System (ACAS) would give a Resolution Advisory (RA). When an RA is issued, a pilot must take immediate action in order to avoid a potential near miss. The Traffic Alert and Collision Avoidance System (TCAS) II currently functions as an ACAS aboard commercial aircraft. Depending on the own aircraft s altitude, TCAS only issues RA s 15-35 seconds prior to the Closest Point of Approach (CPA). Prior to an RA, DAG-TM pilots operating autonomous aircraft must rely solely on ASAS for resolution guidance. An additional area of DAG-TM concept feasibility relates to a potential reduction in separation standards. Lower separation standards are likely needed in order to improve NAS efficiency and capacity. Current separation minimums are based in large part on the capabilities of older radar systems. Safety assessments are needed to determine the feasibility of reduced separation minimums. They will give strong consideration to surveillance system performance, including accuracy, integrity, and availability. Candidate surveillance systems include Automatic Dependent Surveillance-Broadcast (ADS-B) and multi-lateration systems. Considering studies done for Reduced Vertical Separation Minimums (RVSM) operations, it is likely that flight technical errors will also be considered. In addition to a thorough evaluation of surveillance system performance, a potential decision to lower the separation standards should also take operational considerations into account. An ASAS Safety Assessment study identified improper maneuvering in response to a conflict (due to ambiguous or improper resolution commands or a pilot s failure to comply with the resolution) as a potential safety risk. If near-term conflicts with lower separation minimums were determined to be more challenging for pilots, the severity of these risks could be even greater.

Barhydt, Richard↗