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NASA NTRS2015

Statistical Engineering in Air Traffic Management Research

NASA is working to develop an integrated set of advanced technologies to enable efficient arrival operations in high-density terminal airspace for the Next Generation Air Transportation System. This integrated arrival solution is being validated and verified in laboratories and transitioned to a field prototype for an operational demonstration at a major U.S. airport. Within NASA, this is a collaborative effort between Ames and Langley Research Centers involving a multi-year iterative experimentation process. Designing and analyzing a series of sequential batch computer simulations and human-in-the-loop experiments across multiple facilities and simulation environments involves a number of statistical challenges. Experiments conducted in separate laboratories typically have different limitations and constraints, and can take different approaches with respect to the fundamental principles of statistical design of experiments. This often makes it difficult to compare results from multiple experiments and incorporate findings into the next experiment in the series. A statistical engineering approach is being employed within this project to support risk-informed decision making and maximize the knowledge gained within the available resources. This presentation describes a statistical engineering case study from NASA, highlights statistical challenges, and discusses areas where existing statistical methodology is adapted and extended.

Wilson, Sara R.↗

NASA NTRS2014

ATD-1 ATM Technology Demonstration-1 and Integrated Scheduling

Enabling efficient arrivals for the NextGen Air Traffic Management System and developing a set of integrated decision support tools to reduce the high cognitive workload so that controllers are able to simultaneously achieve safe, efficient, and expedient operations at high traffic demand levels.

Traffic Management↗

NASA NTRS2015

Flight-Deck Interval Management in Near-Term Arrival Operations

A simulation investigated NASA Air Traffic Management Technology Demonstration 1 (ATD-1) procedures and prototype technologies, including the Traffic Management Advisor for Terminal Metering, Controller-Managed Spacing tools, and Flight Deck Interval Management (FIM) equipment. The ATD-1 procedures and technologies comprise an integrated solution for managing high-density arrivals that NASA is developing and transferring to government and industry stakeholders for NextGen. During each of eighteen simulation trials, experienced controllers managed approximately two hundred departures and over-flights together with seventy-five arrivals to Phoenix Sky Harbor International Airport in a realistic near-term environment. Eight of the arrivals were desktop-based flight simulators flown by airline pilots, which were equipped with prototype FIM equipment in two-thirds of the trials. The simulation provided system-level measures of performance of the ATD-1 integrated arrival solution, demonstrating high conformance with Performance-Based Navigation procedures and a low rate of FIM interruptions. FIM operations provided benefits under specific conditions when FIM aircraft flew connected routes to the runway. This paper focuses on the integration of FIM with the ATD-1 ground-based technologies, discusses outstanding issues, and describes avenues for further research.

Callantine, Todd J.↗

NASA NTRS2015

Scheduling and Delivering Aircraft to Departure Fixes in the NY Metroplex with Controller-Managed Spacing Tools

In this paper, successful Time-Based Flow Management (TBFM) scheduling systems for arrivals are considered and adapted to apply to departures. We present a concept of operations that integrates Controller-Managed Spacing tools for departures (CMS-D) with existing tactical departure scheduling tools to coordinate demand at departure fixes in a metroplex environment. We tested our concept in a Human-in-the-Loop simulation and compared the effect of two scheduling conditions: 1) "Departure Scheduling" consisting of an emulation of the Integrated Departure and Arrival Capability (IDAC) where Towers and a Planner (Traffic Management Coordinator at the appropriate facility) coordinate aircraft scheduled takeoff times to departure fixes; and 2) "Arrival Sensitive Departure Scheduling" where, in addition, the Tower and Planner also consider arrival Scheduled Time of Arrivals (STAs) at the airport's dependent runway. Results indicate little difference between the two scheduling conditions, but a large difference between the No Tools and the two scheduling conditions with CMS-D tools. The scheduling/CMS-D tools conditions markedly reduced heading, speed clearances, and workload for controllers who were merging flows at the departure fixes. In the tool conditions, departure controllers conditioned departures earlier rather than later when aircraft were tied near the departure fixes. In the scheduling/CMS-D tools conditions, departures crossed the departure fixes 50 seconds earlier and with an 8% error rate (consisting of time ahead or behind desired time of arrival) compared to a 19% error rate in the No Tool condition. Two exploratory runs showed that similar beneficial effects can be obtained only with the CMS-D tools without scheduling takeoff times, but at the cost of a somewhat higher workload for controllers, indicating the benefits of pre-departure scheduling of aircraft with minimal delays. Hence, we found that CMS-D tools were very beneficial in the metroplex environment we tested but that further research is needed to clarify the benefits of the various scheduling approaches.

terminal airspace↗

NASA NTRS2013

Acceptability of Flight Deck-Based Interval Management Crew Procedures

The Interval Management for Near-term Operations Validation of Acceptability (IM-NOVA) experiment was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) in support of the NASA Next Generation Air Transportation System (NextGen) Airspace Systems Program's Air Traffic Management Technology Demonstration - 1 (ATD-1). ATD-1 is intended to showcase an integrated set of technologies that provide an efficient arrival solution for managing aircraft using NextGen surveillance, navigation, procedures, and automation for both airborne and ground-based systems. The goal of the IM-NOVA experiment was to assess if procedures outlined by the ATD-1 Concept of Operations, when used with a minimum set of Flight deck-based Interval Management (FIM) equipment and a prototype crew interface, were acceptable to and feasible for use by flight crews in a voice communications environment. To investigate an integrated arrival solution using ground-based air traffic control tools and aircraft automatic dependent surveillance broadcast (ADS-B) tools, the LaRC FIM system and the Traffic Management Advisor with Terminal Metering and Controller Managed Spacing tools developed at the NASA Ames Research Center (ARC) were integrated in LaRC's Air Traffic Operations Laboratory. Data were collected from 10 crews of current, qualified 757/767 pilots asked to fly a high-fidelity, fixed based simulator during scenarios conducted within an airspace environment modeled on the Dallas-Fort Worth (DFW) Terminal Radar Approach Control area. The aircraft simulator was equipped with the Airborne Spacing for Terminal Area Routes algorithm and a FIM crew interface consisting of electronic flight bags and ADS-B guidance displays. Researchers used "pseudo-pilot" stations to control 24 simulated aircraft that provided multiple air traffic flows into DFW, and recently retired DFW air traffic controllers served as confederate Center, Feeder, Final, and Tower controllers. Pilot participant feedback indicated that the procedures used by flight crews to receive and execute interval management (IM) clearances in a voice communications environment were logical, easy to follow, did not contain any missing or extraneous steps, and required the use of an acceptable level of workload. The majority of the pilot participants found the IM concept, in addition to the proposed FIM crew procedures, to be acceptable and indicated that the ATD-1 procedures can be successfully executed in a near-term NextGen environment.

Murdock, Jennifer L.↗

NASA NTRS2015

Air Traffic Management Technology Demostration Phase 1 (ATD) Interval Management for Near-Term Operations Validation of Acceptability (IM-NOVA) Experiment

The Interval Management for Near-term Operations Validation of Acceptability (IM-NOVA) experiment was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) in support of the NASA Airspace Systems Program's Air Traffic Management Technology Demonstration-1 (ATD-1). ATD-1 is intended to showcase an integrated set of technologies that provide an efficient arrival solution for managing aircraft using Next Generation Air Transportation System (NextGen) surveillance, navigation, procedures, and automation for both airborne and ground-based systems. The goal of the IMNOVA experiment was to assess if procedures outlined by the ATD-1 Concept of Operations were acceptable to and feasible for use by flight crews in a voice communications environment when used with a minimum set of Flight Deck-based Interval Management (FIM) equipment and a prototype crew interface. To investigate an integrated arrival solution using ground-based air traffic control tools and aircraft Automatic Dependent Surveillance-Broadcast (ADS-B) tools, the LaRC FIM system and the Traffic Management Advisor with Terminal Metering and Controller Managed Spacing tools developed at the NASA Ames Research Center (ARC) were integrated into LaRC's Air Traffic Operations Laboratory (ATOL). Data were collected from 10 crews of current 757/767 pilots asked to fly a high-fidelity, fixed-based simulator during scenarios conducted within an airspace environment modeled on the Dallas-Fort Worth (DFW) Terminal Radar Approach Control area. The aircraft simulator was equipped with the Airborne Spacing for Terminal Area Routes (ASTAR) algorithm and a FIM crew interface consisting of electronic flight bags and ADS-B guidance displays. Researchers used "pseudo-pilot" stations to control 24 simulated aircraft that provided multiple air traffic flows into the DFW International Airport, and recently retired DFW air traffic controllers served as confederate Center, Feeder, Final, and Tower controllers. Analyses of qualitative data revealed that the procedures used by flight crews to receive and execute interval management (IM) clearances in a voice communications environment were logical, easy to follow, did not contain any missing or extraneous steps, and required the use of an acceptable workload level. The majority of the pilot participants found the IM concept, in addition to the proposed FIM crew procedures, to be acceptable and indicated that the ATD-1 procedures could be successfully executed in a nearterm NextGen environment. Analyses of quantitative data revealed that the proposed procedures were feasible for use by flight crews in a voice communications environment. The delivery accuracy at the achieve-by point was within +/-5 sec, and the delivery precision was less than 5 sec. Furthermore, FIM speed commands occurred at a rate of less than one per minute, and pilots found the frequency of the speed commands to be acceptable at all times throughout the experiment scenarios.

Kibler, Jennifer L.↗

NASA NTRS2019

ATD-3 Dynamic Routes for Arrivals in Weather (DRAW) Operational Concept, V2.0

NASA's Airspace Technology Demonstration-3 (ATD-3) is the applied traffic flow management activity, and third in the series of ATD projects. ATD-3 provides a suite of en route automation tools, both ground and flight-deck based, that focus on improving the efficiency of en route operation from initial cruise to arrival into the Terminal Radar Approach Control (TRACON). Dynamic Routes for Arrivals in Weather (DRAW) is a technology in the ATD-3 suite that is designed to provide Traffic Managers with a capability to efficiently manage arrival traffic flow and help sustain metering operations when weather is impacting arrivals into major airports. DRAW mitigates convective weather impact on arrival metering operations by providing tools to Traffic Managers that enable efficient reroutes free of convective weather conflicts, and integrated with the arrival metering schedule(s).

terminal airspace↗

NASA NTRS1990

Integrated space transportation evolution

The development of an evolutionary approach to a space transportation system to meet the needs of the Space Exploration Initiative and other earth orbital and planetary missions is discussed. Common architectures, a building block approach to space transportation elements, the development of alternative technologies are considered as essential steps to arriving at an integrated space transportation system. These aspects are addressed as they apply to both lunar and Mars technology.

Huffaker, Frederick↗

NASA NTRS2015

Air Traffic Management Technology Demonstration (ATD-1) - Concept to Operations

In order to enable arrival management concepts and solutions in a NextGen environment, ground-based sequencing and scheduling functions have been developed to support metering operations in the National Airspace System. These sequencing and scheduling algorithms as well as tools are designed to aid air traffic controllers in developing an overall arrival strategy. The research presented provides an outline of the challenge of bringing time based scheduling to the terminal environment and the steps that were taken to bring the technology from concept to testing in an operational environment, and finally acquisition by the FAA. ATM Technology Demonstration-1 (ATD-1), is a set of technologies that provides an efficient solution for managing arrival aircraft beginning from just prior to top-of-descent and continuing down to the runway. The ATD-1 suite of technologies has been tested separately, and each has demonstrated benefits in throughput, delay, and fuel-efficiency. Together, the integration of terminal arrival tools allow arrival aircraft to safely fly closer together on more fuel-efficient routes to increase capacity, and reduce delay, fuel burn, noise, and greenhouse gas emissions.

DEMO↗

DOE OSTI2026

Challenges and Opportunities for HVAC + Phase Change Material Thermal Energy Storage in Buildings

Phase-change material (PCM) thermal-energy storage (TES) integrated with HVAC and domestic hot water (DHW) can shift a large share of building thermal loads. By flattening and shifting loads, PCM TES reduces peak electricity use, eases stress on local and grid infrastructure, and lowers costs. It can also defer costly upgrades to service panels, distribution, and transmission. Higher energy density relative to chilled or hot water storage makes PCM TES practical for small, space limited, and retrofit projects, while packaged HVAC-integrated systems expand cost-effective load shifting to commercial buildings that previously lacked options. Despite this promise, deployment faces barriers. This paper presents challenges, opportunities, and lessons learned from lab and field integrations of PCM TES with packaged HVAC systems. Key challenges include misalignment between default heat pump controls tuned for direct-to-load operation and TES charge/discharge objectives, PCM properties that diverge from manufacturer claims and evolve with cycling, and high integration and deployment costs with off-the-shelf products. These studies underscore the need for factory built, integrated systems that arrive as prepackaged modules with proven controls, reducing design and installation effort and delivering predictable performance across projects. The paper outlines steps to enable viable and scalable PCM TES HVAC and DHW systems, including 1) validated methods that can be used to characterize PCM properties and TES system performance, 2) supervisory controls that optimize charge/discharge scheduling, and 3) factory integrated packaging that eliminates bespoke field engineering.

Dutton, Spencer↗

DOE OSTI2026

3D seismic imaging of a fracture damage zone controlling reservoir compartmentalization at the Raft River EGS using multi-azimuth walkaway VSP

Accurate imaging of steeply dipping fracture zones in crystalline enhanced geothermal systems (EGS) is critical for constraining permeability architecture and guiding stimulation design. However, such structures remain poorly resolved by conventional surface seismic methods. We present a fully three-dimensional (3D) elastic-waveform inversion-migration workflow applied to multi-azimuth walkaway vertical seismic profiling (VSP) data acquired in a deviated borehole at the Raft River EGS. The workflow integrates first-arrival traveltime tomography, multi-scale elastic waveform inversion (EWI), and elastic least-squares reverse-time migration (ELSRTM) to recover high-resolution compressional-and shear-wave velocity models and to image structural discontinuities in the crystalline basement. The results reveal a laterally continuous low-velocity anomaly, with shear-wave velocity reductions of 25-30%, consistent with fractureinduced mechanical weakening. Two steeply dipping discontinuities bound a 50-80 m wide fracture damage zone. Independent constraints from microseismic clustering and geochemical compartmentalization corroborate the geometry and structural significance of this feature. Synthetic modeling further confirms that structures of this scale are resolvable (~30 m). These findings indicate that the Narrows structure is a distributed fracture damage zone rather than a discrete fault plane. By resolving fracture-zone geometry at the tens-of-meters scale using a single borehole, this workflow provides a practical and transferable approach for improving structural characterization, reducing uncertainty in permeability architecture, and supporting reservoir modeling and stimulation design in fractured crystalline EGS reservoirs.

58 GEOSCIENCES↗

NASA NTRS1972

Preliminary examination of lunar samples

The morphology, mineralogy, petrology, and chemistry of the samples returned from the Apollo 15 landing site are discussed. A selenological description of the area from which the samples were taken is given. The diversity of the samples and the variety of sample environments found at the Apollo 15 site have resulted in several hypotheses that relate individual samples to local situations after even a preliminary examination of the samples. Several somewhat speculative hypotheses that relate individual samples to a geological framework are discussed in the hope that the hypotheses will provide guidelines for more detailed studies of the samples to arrive at an integrated understanding of the selenology of the Apollo 15 site.

Source record↗

NASA NTRS1979

A correlative study of magnetic flux transfer in the magnetosphere

The applied magnetic flux of the southward component of the IMF in GSM coordinates (Bz-) which impinges upon the sunward magnetopause is compared to the time integral of the auroral AL index during 56 intervals within a 3-month period in 1969 when interplanetary records from Heos 1 and Explorer 35 were available. The periods of magnetic activity were those for which Bz was greater than 0 and AL was less than 20gamma at the beginning and end of the interval. It was found that for these intervals, the time integral of the AL index was proportional to the applied magnetic flux with a correlation coefficient of 0.94. In addition, the empirical relationships between magnetic flux transfer, applied southward flux, and the time integral of AL arrived at by Holzer and Slavin (1978) on the basis of expansion and contractions of the forward magnetosphere observed with OGO 5 are reexamined and improved.

Holzer, R. E.↗

NASA NTRS2014

Nanoscale Compositional Relations in Lunar Rock Patina: Deciphering Sources for Patina Components on an Apollo 17 Station 6 Boulder

Space weathering on the Moon and other airless bodies modifies the surfaces of regolith grains as well as the space-exposed surfaces of larger rocks and boulders. As space weathering witness plates, rocks and boulders are distinguished from regolith grains based on their ability to persist as physically intact substrates over longer time scales before being disaggregated by impact processes. Because lunar surfaces, including exposed rocks, quickly develop an optically thick layer of patina, it is important to understand the compositional relationship between patinas and their underlying rock substrates, particularly to support remote-sensing of rocky lunar terrains. Based on analytical TEM techniques, supported by focused ion beam (FIB) cross-sectioning, we have begun to systematize the multi-layer microstructural complexity of patinas on rock samples with a range of space exposure histories. Our on-going work has particularly focused on lunar rock 76015, both because it has a long (approx. 22 my) exposure history, and because its surface was exposed to patina development approximately 1 m off the regolith surface on a boulder in the Apollo 17 Station 6 boulder field. Potential sources for the 76015 patina therefore include impact-melted and vaporized material derived from the local rock substrate, as well as from the mix of large boulders and regolith in the Station 6 area. While similar, there are differences in the mineralogy and chemistry of the rocks and regolith at Station 6. We were interested to see if these, or other sources, could be distinguished in the average composition, as well as the compositional nanostratigraphy of the 76015 patina. To date we have acquired a total of 9 TEM FIB cross-sections from the 76015 patina, giving us reasonable confidence of being able to arrive at an integrated average for the patina major element composition based on analytical TEM methods.

Christoffersen, R.↗

NASA NTRS1998

A Survey of Applications and Research in Integrated Design Systems Technology

The initial part of the study was begun with a combination of literature searches, World Wide Web searches, and contacts with individuals and companies who were known to members of our team to have an interest in topics that seemed to be related to our study. There is a long list of such topics, such as concurrent engineering, design for manufacture, life-cycle engineering, systems engineering, systems integration, systems design, design systems, integrated product and process approaches, enterprise integration, integrated product realization, and similar terms. These all capture, at least in part, the flavor of what we describe here as integrated design systems. An inhibiting factor in this inquiry was the absence of agreed terminology for the study of integrated design systems. It is common for the term to be applied to what are essentially augmented Computer-Aided Design (CAD) systems, which are integrated only to the extent that agreements have been reached to attach proprietary extensions to proprietary CAD programs. It is also common for some to use the term integrated design systems to mean a system that applies only, or mainly, to the design phase of a product life cycle. It is likewise common for many of the terms listed earlier to be used as synonyms for integrated design systems. We tried to avoid this ambiguity by adopting the definition of integrated design systems that is implied in the introductory notes that we provided to our contacts, cited earlier. We thus arrived at this definition: Integrated Design Systems refers to the integration of the different tools and processes that comprise the engineering, of complex systems. It takes a broad view of the engineering of systems, to include consideration of the entire product realization process and the product life cycle. An important aspect of integrated design systems is the extent to which they integrate existing, "islands of automation" into a comprehensive design and product realization environment. As the study progressed, we relied increasingly upon a networking approach to lead us to new information. The departure point for such searches often was a government-sponsored project or a company initiative. The advantage of this approach was that short conversations with knowledgeable persons would usually cut through confusion over differences of terminology, thereby somewhat reducing the search space of the study. Even so, it was not until late in our eight-month inquiry that we began to see signs of convergence of the search, in the sense that a number of the latest inquiries began to turn up references to earlier contacts. As suggested above, this convergence often occurred with respect to particular government or company projects.

Source record↗

NASA NTRS1991

Profile negotiation - A concept for integrating airborne and ground-based automation for managing arrival traffic

The profile negotiation process (PNP) concept as applied to the management of arrival traffic within the extended terminal area is presented, focusing on functional issues from the ground-based perspective. The PNP is an interactive process between an aircraft and air traffic control (ATC) which combines airborne and ground-based automation capabilities to determine conflict-free trajectories that are as close to an aircraft's preference as possible. Preliminary results from a real-time simulation study show that the controller teams are able to consistently and effectively negotiate conflict-free vertical profiles with 4D-equipped aircraft. The ability of the airborne 4D flight management system to adapt to ATC specified 4D trajectory constraints is found to be a requirement for successful execution of the PNP. It is recommended that the conventional method of cost index iteration for obtaining the minimum fuel 4D trajectory be supplemented by a method which constrains the profile speeds to those desired by ATC.

Green, Steven M.↗

NASA NTRS2016

ATD-2 IADS Metroplex Traffic Management Overview Brief

ATD-2 will improve the predictability and the operational efficiency of the air traffic system in metroplex environments through the enhancement, development and integration of the nation's most advanced and sophisticated arrival, departure, and surface prediction, scheduling and management systems.

airspace technology demonstration↗

NASA NTRS2017

Results from an Interval Management (IM) Flight Test and Its Potential Benefit to Air Traffic Management Operations

NASA's first Air Traffic Management Technology Demonstration (ATD-1) subproject successfully completed a 19-day flight test of an Interval Management (IM) avionics prototype. The prototype was built based on IM standards, integrated into two test aircraft, and then flown in real-world conditions to determine if the goals of improving aircraft efficiency and airport throughput during high-density arrival operations could be met. The ATD-1 concept of operation integrates advanced arrival scheduling, controller decision support tools, and the IM avionics to enable multiple time-based arrival streams into a high-density terminal airspace. IM contributes by calculating airspeeds that enable an aircraft to achieve a spacing interval behind the preceding aircraft. The IM avionics uses its data (route of flight, position, etc.) and Automatic Dependent Surveillance-Broadcast (ADS-B) state data from the Target aircraft to calculate this airspeed. The flight test demonstrated that the IM avionics prototype met the spacing accuracy design goal for three of the four IM operation types tested. The primary issue requiring attention for future IM work is the high rate of IM speed commands and speed reversals. In total, during this flight test, the IM avionics prototype showed significant promise in contributing to the goals of improving aircraft efficiency and airport throughput.

Baxley, Brian↗