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NASA NTRS2012

Projected Demand and Potential Impacts to the National Airspace System of Autonomous, Electric, On-Demand Small Aircraft

Electric propulsion and autonomy are technology frontiers that offer tremendous potential to achieve low operating costs for small-aircraft. Such technologies enable simple and safe to operate vehicles that could dramatically improve regional transportation accessibility and speed through point-to-point operations. This analysis develops an understanding of the potential traffic volume and National Airspace System (NAS) capacity for small on-demand aircraft operations. Future demand projections use the Transportation Systems Analysis Model (TSAM), a tool suite developed by NASA and the Transportation Laboratory of Virginia Polytechnic Institute. Demand projections from TSAM contain the mode of travel, number of trips and geographic distribution of trips. For this study, the mode of travel can be commercial aircraft, automobile and on-demand aircraft. NASA's Airspace Concept Evaluation System (ACES) is used to assess NAS impact. This simulation takes a schedule that includes all flights: commercial passenger and cargo; conventional General Aviation and on-demand small aircraft, and operates them in the simulated NAS. The results of this analysis projects very large trip numbers for an on-demand air transportation system competitive with automobiles in cost per passenger mile. The significance is this type of air transportation can enhance mobility for communities that currently lack access to commercial air transportation. Another significant finding is that the large numbers of operations can have an impact on the current NAS infrastructure used by commercial airlines and cargo operators, even if on-demand traffic does not use the 28 airports in the Continental U.S. designated as large hubs by the FAA. Some smaller airports will experience greater demand than their current capacity allows and will require upgrading. In addition, in future years as demand grows and vehicle performance improves other non-conventional facilities such as short runways incorporated into shopping mall or transportation hub parking areas could provide additional capacity and convenience.

Smith, Jeremy C.↗
NASA NTRS2006

Proceedings of the Sixth Integrated Communications, Navigation and Surveillance (ICNS) Conference & Workshop 2006

The Integrated Communications, Navigation and Surveillance (ICNS) Technologies Conference and Workshop provides a forum for government, industry, and academic communities performing research and technology development for advanced digital communications, navigation, and surveillance security systems and associated applications supporting the national and global air transportation systems. The event s goals are to understand current efforts and recent results in near- and far-term research and technology demonstration; identify integrated digital communications, navigation and surveillance research requirements necessary for a safe, high-capacity, advanced air transportation system; foster collaboration and coordination among all stakeholders; and discuss critical issues and develop recommendations to achieve the future integrated CNS vision for the national and global air transportation system.

Ponchak, Denise↗
NASA NTRS2004

Proceedings of the Fourth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop

The Integrated Communications, Navigational and Surveillance (ICNS) Technologies Conference and Workshop provides a forum for Government, industry, and academic communities performing research and technology development for advanced digital communications, navigation, and surveillance security systems and associated applications supporting the national and global air transportation systems. The event's goals are to understand current efforts and recent results in near-and far-term research and technology demonstration; identify integrated digital communications, navigation and surveillance research requirements necessary for a safe, high-capacity, advanced air transportation system; foster collaboration and coordination among all stakeholders; and discuss critical issues and develop recommendations to achieve the future integrated CNS vision for the national and global air transportation system.

Fujikawa, Gene↗
NASA NTRS2004

Fourth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop 2004: Conclusions and Recommendations

The NASA Glenn Research Center organized and hosted the Fourth Integrated Communications, Navigation, and Surveillance (ICNS) Technologies Conference and Workshop, which took place April 26-30, 2004 at the Hyatt Fair Lakes Hotel in Fairfax, Virginia. This fourth conference of the annual series followed the very successful first ICNS Conference (May 1-3, 2001 in Cleveland, Ohio), second ICNS conference (April 29-May 2, 2002 in Vienna, Virginia), and third ICNS conference (May 19-22, 2003 in Annapolis, Maryland). The purpose of the Fourth ICNS Conference was to assemble government, industry and academic communities performing research and development for advanced digital communications, surveillance and navigation systems and associated applications supporting the national and global air transportation systems to: 1) Understand current efforts and recent results in near- and far-term R&D and technology demonstration; 2) Identify integrated digital communications, navigation and surveillance R&D requirements necessary for a safe, secure and reliable, high-capacity, advanced air transportation system; 3) Provide a forum for fostering collaboration and coordination; and 4) Discuss critical issues and develop recommendations to achieve the future integrated CNS vision for national and global air transportation. The workshop attracted 316 attendees from government, industry and academia to address these purposes through technical presentations, breakout sessions, and individual and group discussions during the workshop and after-hours events, and included 16 international attendees. An Executive Committee consisting of representatives of several key segments of the aviation community concerned with CNS issues met on the day following the workshop to consider the primary outcomes and recommendations of the workshop. This report presents an overview of the conference, workshop breakout session results, and the findings of the Executive Committee.

Phillips, Brent↗
NASA NTRS2001

Air Charter - The Business Airline of the Future...But, Does the Business Traveler Know?

Historically, FAR Part 121 commercial carriers have provided efficient, economical and safe air transportation for corporate and business users. Recently, however, corporate and business travelers find their travel plans disrupted by delays, bankruptcies, poor service, lost baggage, fare increases, labor strikes and other systemic difficulties that degrade their travel experience to unsatisfactory levels. This article examines these Part 121 service delivery problems and, utilizing a tripartite investigative methodology, examines an alternative air transport mode: FAR Part 135 on-demand charter travel products. This long extant segment of our national air transportation system is set prime to support increased demand for charter services. Corporate and business travelers are set prime to utilize viable, cost effective alternatives to commercial travel products. Two research questions emerge. First is whether corporate and business travelers are aware of Part 135 travel alternatives. Second is whether Part 135 charter service providers are aware of this latent demand and are effectively targeting this demand segment in their marketing efforts. The three-part surveys employed to investigate these questions examined demand side

Kaps, Robert W.↗
NASA NTRS2012

Airport Traffic Conflict Detection and Resolution Algorithm Evaluation

A conflict detection and resolution (CD&R) concept for the terminal maneuvering area (TMA) was evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. The CD&R concept is being designed to enhance surface situation awareness and provide cockpit alerts of potential conflicts during runway, taxi, and low altitude air-to-air operations. The purpose of the study was to evaluate the performance of aircraft-based CD&R algorithms in the TMA, as a function of surveillance accuracy. This paper gives an overview of the CD&R concept, simulation study, and results. The Next Generation Air Transportation System (NextGen) concept for the year 2025 and beyond envisions the movement of large numbers of people and goods in a safe, efficient, and reliable manner [1]. NextGen will remove many of the constraints in the current air transportation system, support a wider range of operations, and provide an overall system capacity up to three times that of current operating levels. Emerging NextGen operational concepts [2], such as four-dimensional trajectory based airborne and surface operations, equivalent visual operations, and super density arrival and departure operations, require a different approach to air traffic management and as a result, a dramatic shift in the tasks, roles, and responsibilities for the flight deck and air traffic control (ATC) to ensure a safe, sustainable air transportation system.

Jones, Denise R.↗
NASA NTRS2001

Evaluation of the National Throughput Benefits of the Civil Tilt Rotor

The air transportation system is a key part of the U.S. and global economic infrastructure. In recent years, this system, by any measure of usage - operations, enplanements, or revenue passenger miles (RPMs) - has grown rapidly. The rapid growth in demand has not been matched; however, by commensurate increases in the ability of airports and the airspace system to handle the additional traffic. As a result, the air transportation system is approaching capacity and airlines will face excessive delays or significant constraints on service unless capacity is expanded. To expand capacity, the air traffic management system must be improved. To improve the air traffic management system, the National Aeronautics and Space Administration (NASA) Aerospace Technology Enterprise developed the strategic goal of tripling air traffic throughput over the next 10 years, in all weather conditions, while at least maintaining current safety standards. As the first step in meeting that goal, the NASA Intercenter Systems Analysis Team (ISAT) is evaluating the contribution of existing programs to meet that goal. A major part of the study is an examination of the ability of the National Airspace System (NAS) to meet the predicted growth in travel demand and the potential benefits of technology infusion to expand NAS capacity. We previously analyzed the effects of the addition of two technology elements - Terminal Area Productivity (TAP) and Advanced Air Transportation Technologies (AATT). The next program we must analyze is not specific to airspace or aircraft technology. The program incorporates a fundamentally different vehicle to improve throughput: the civil tilt rotor (CTR). The CTR has the unique operating characteristic of being able to take off and land like a rotorcraft (vertical take off and landing, or VTOL, capability) but cruises like a traditional fixed-wing aircraft. The CTR also can operate in a short take off and landing (STOL) mode; generally, with a greater payload capacity (i.e., more passengers) than when operating in the VTOL mode. CTR could expand access to major airports without interfering with fixed-wing aircraft operating on congested runways and it could add service to new markets without the infrastructure support needed for fixed-wing aircraft. During FY 1999, we preliminarily assessed the feasibility of operating CTRs at two major U.S. airports as part of the annual review of NASA aerospace goals by the ISAT. This current study expands the analysis and concepts of that study to the complete NAS to quantify the national throughput effects of the CTR.

Johnson, Jesse↗
NASA NTRS1999

Stochastic Modeling of Airlines' Scheduled Services Revenue

Airlines' revenue generated from scheduled services account for the major share in the total revenue. As such, predicting airlines' total scheduled services revenue is of great importance both to the governments (in case of national airlines) and private airlines. This importance stems from the need to formulate future airline strategic management policies, determine government subsidy levels, and formulate governmental air transportation policies. The prediction of the airlines' total scheduled services revenue is dealt with in this paper. Four key components of airline's scheduled services are considered. These include revenues generated from passenger, cargo, mail, and excess baggage. By addressing the revenue generated from each schedule service separately, air transportation planners and designers are able to enhance their ability to formulate specific strategies for each component. Estimation results clearly indicate that the four stochastic processes (scheduled services components) are represented by different Box-Jenkins ARIMA models. The results demonstrate the appropriateness of the developed models and their ability to provide air transportation planners with future information vital to the planning and design processes.

Hamed, M. M.↗
NASA NTRS1999

Stochastic Modeling of Airlines' Scheduled Services Revenue

Airlines' revenue generated from scheduled services account for the major share in the total revenue. As such, predicting airlines' total scheduled services revenue is of great importance both to the governments (in case of national airlines) and private airlines. This importance stems from the need to formulate future airline strategic management policies, determine government subsidy levels, and formulate governmental air transportation policies. The prediction of the airlines' total scheduled services revenue is dealt with in this paper. Four key components of airline's scheduled services are considered. These include revenues generated from passenger, cargo, mail, and excess baggage. By addressing the revenue generated from each schedule service separately, air transportation planners and designers arc able to enhance their ability to formulate specific strategies for each component. Estimation results clearly indicate that the four stochastic processes (scheduled services components) are represented by different Box-Jenkins ARIMA models. The results demonstrate the appropriateness of the developed models and their ability to provide air transportation planners with future information vital to the planning and design processes.

Hamed, M. M.↗
NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas​. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS​. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. ​A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗
NASA NTRS1972

Trends in Commuter Air Carrier Operations

The market for commuter air service is analyzed. Methods for reducing the costs of short haul air transportation are discussed. The problems facing the operators of short haul air transport services are identified. Proposed changes in commuter air carrier regulation are submitted.

Swan, W.↗
NASA NTRS2020

Public Trust and Acceptance for Concepts of Remotely Operated Urban Air Mobility Transportation

There is building interest within industry and government to enable Urban Air Mobility (i.e., air-taxies). One concept envisions remotely piloted aircraft, yet it is unclear how this will impact public trust and acceptance. Method: Two hundred participants read vignettes describing remotely-piloted UAM operations and then responded to a series of questionnaires. The study employed a one-way between-subjects design manipulating five levels of Pilot-in-Command Distance: Onboard Pilot; Remote Control Pilot; Dedicated Remote Operator; Remote Operator; System Manager. Results: The Remote Control Pilot group indicated they would be less likely than the Onboard Pilot Group to use UAM, based on the mediating effect of trust in the automation. The Remote Control Pilot and Remote Operator groups indicated they would be less likely to use UAM than the Onboard Pilot group, based on the mediating effect of trust in the remote pilot/operator. Conclusion: Trust in UAM automation and remote pilots/operators will likely affect public acceptance of UAM.

MTurk↗
NASA NTRS2006

Projecting Future Scheduled Airline Demand, Schedules and NGATS Benefits Using TSAM

The Transportation Systems Analysis Model (TSAM) developed by Virginia Tech s Air Transportation Systems Lab and NASA Langley can provide detailed analysis of the effects on the demand for air travel of a full range of NASA and FAA aviation projects. TSAM has been used to project the passenger demand for very light jet (VLJ) air taxi service, scheduled airline demand growth and future schedules, Next Generation Air Transportation System (NGATS) benefits, and future passenger revenues for the Airport and Airway Trust Fund. TSAM can project the resulting demand when new vehicles and/or technology is inserted into the long distance (100 or more miles one-way) transportation system, as well as, changes in demand as a result of fare yield increases or decreases, airport transit times, scheduled flight times, ticket taxes, reductions or increases in flight delays, and so on. TSAM models all long distance travel in the contiguous U.S. and determines the mode choice of the traveler based on detailed trip costs, travel time, schedule frequency, purpose of the trip (business or non-business), and household income level of the traveler. Demand is modeled at the county level, with an airport choice module providing up to three airports as part of the mode choice. Future enplanements at airports can be projected for different scenarios. A Fratar algorithm and a schedule generator are applied to generate future flight schedules. This paper presents the application of TSAM to modeling future scheduled air passenger demand and resulting airline schedules, the impact of NGATS goals and objectives on passenger demand, along with projections for passenger fee receipts for several scenarios for the FAA Airport and Airway Trust Fund.

Dollyhigh, Samuel↗
NASA NTRS1982

ACEE program rationale and implementation

The impact of the Aircraft Energy Efficiency program (ACEE) on commercial aviation is examined. In addition to the emphasis on air transport fuel efficiency, topics such as airline operating costs, air transport effects on U.S. trade, and fuel price forecasts are addressed. An overview of the program and its contribution to aviation technology is included.

Aiken, W. S., Jr.↗
NASA NTRS2006

The Small Aircraft Transportation System Project: An Update

To all peoples in all parts of the world throughout history, the ability to move about easily is a fundamental element of freedom. The American people have charged NASA to increase their freedom and that of their children knowing that their quality of life will improve as our nation s transportation systems improve. In pursuit of this safe, reliable, and affordable personalized air transportation option, in 2000 NASA established the Small Aircraft Transportation System (SATS) Project. As the name suggests personalized air transportation would be built on smaller aircraft than those used by the airlines. Of course, smaller aircraft can operate from smaller airports and 96% of the American population is within thirty miles of a high-quality, underutilized community airport as are the vast majority of their customers, family members, and favorite vacation destinations.

Kemmerly, Guy T.↗
NASA NTRS2015

Toward Head-Worn Displays for Equivalent Visual Operations

The Next Generation Air Transportation System represents an envisioned transformation to the U.S. air transportation system that includes an "equivalent visual operations" (EVO) concept, intended to achieve the safety and operational tempos of Visual Flight Rules (VFR) operations independent of visibility conditions. Today, Federal Aviation Administration regulations provide for the use of an Enhanced Flight Visual System (EFVS) as "operational credit" to conduct approach operations below traditional minima otherwise prohibited. An essential element of an EFVS is the Head-Up Display (HUD). NASA has conducted a substantial amount of research investigating the use of HUDs for operational landing "credit", and current efforts are underway to enable manually flown operations as low as 1000 feet Runway Visual Range (RVR). Title 14 CFR 91.175 describes the use of EFVS and the operational credit that may be obtained with airplane equipage of a HUD combined with Enhanced Vision (EV) while also offering the potential use of an “equivalent” display in lieu of the HUD. A Head-Worn Display (HWD) is postulated to provide the same, or better, safety and operational benefits as current HUD-equipped aircraft but for potentially more aircraft and for lower cost. A high-fidelity simulation was conducted that examined the efficacy of HWDs as "equivalent" displays. Twelve airline flight crews conducted 1000 feet RVR approach and 300 feet RVR departure operations using either a HUD or HWD, both with simulated Forward Looking Infra-Red cameras. The paper shall describe (a) quantitative and qualitative results, (b) a comparative evaluation of these findings with prior NASA HUD studies, and (c) describe current research efforts for EFVS to provide for a comprehensive EVO capability.

Prinzel, Lawrence (Lance) J., III↗
NASA NTRSDate not supplied

Autonomous Contingency Management In Urban Air Mobility: The Communication Network Awareness Machine System

Next Generation Air Transportation System (NextGen) has begun the modernization of the nation’s air transportation system (NAS), with goals to improve system safety, increase operation efficiency and capacity, provide enhanced predictability, resilience and robustness [1]. The overall objective of the Air Traffic Management-eXploration (ATM-X) project is to facilitate the goals of NextGen by conducting research to enable the growing demand of new, mission variant, air vehicles with safe access to the NAS. The implementation and utilization of new and burgeoning technologies that are both flexible, scalable, and systematically user-focused are requisite for ATM-X to achieve its intention of NAS safe entry [2]. Researchers from NASA Langley’s Flight Deck Integration Team have developed a system architecture that would allow ATM-X to leverage the necessary capabilities of an Increasingly Autonomous System (IAS), machine-agent that will promote the safe access and operation of air vehicles within what has become the byproduct of NextGen modernization, a Net-Centric airspace architecture and an Urban Air Mobility (UAM) community. Conducting flight operations within this type of architecture constrains the human-agent’s natural ability by data management. When the massive volume of data, its types, and the acquisition speed at which the data is ingested is observed it becomes evident that the human-agent will be functioning at an operational disadvantage. Therefore, the development and integration of intelligent machine-agents into the flight deck are a necessary implementation to achieve ATM-X overall objective of safe access and operation in the NAS.

Urban Air Mobility↗