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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 109 records · Page 6

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NASA NTRS2016

3D-CDTI User Manual v2.1

The 3D-Cockpit Display of Traffic Information (3D-CDTI) is a flight deck tool that presents aircrew with: proximal traffic aircraft location, their current status and flight plan data; strategic conflict detection and alerting; automated conflict resolution strategies; the facility to graphically plan manual route changes; time-based, in-trail spacing on approach. The CDTI is manipulated via a touchpad on the flight deck, and by mouse when presented as part of a desktop flight simulator.

3D CDTI↗

NASA NTRS2017

Minerva: User-Centered Science Operations Software Capability for Future Human Exploration

In June of 2016, the Biologic Analog Science Associated with Lava Terrains (BASALT) research project conducted its first field deployment, which we call BASALT-1. BASALT-1 consisted of a science-driven field campaign in a volcanic field in Idaho as a simulated human mission to Mars. Scientists and mission operators were provided a suite of ground software tools that we refer to collectively as Minerva to carry out their work. Minerva provides capabilities for traverse planning and route optimization, timeline generation and display, procedure management, execution monitoring, data archiving, visualization, and search. This paper describes the Minerva architecture, constituent components, use cases, and some preliminary findings from the BASALT-1 campaign.

Deans, Matthew↗

NASA NTRS2017

Minerva: User-Centered Science Operations Software Capability for Future Human Exploration

Deans, Matthew↗

NASA NTRS2017

Efficient Planning of Wind-Optimal Routes in North Atlantic Oceanic Airspace

The North Atlantic oceanic airspace (NAT) is crossed daily by more than a thousand flights, which are greatly affected by strong jet stream air currents. Several studies devoted to generating wind-optimal (WO) aircraft trajectories in the NAT demonstrated great efficiency of such an approach for individual flights. However, because of the large separation norms imposed in the NAT, previously proposed WO trajectories induce a large number of potential conflicts. Much work has been done on strategic conflict detection and resolution (CDR) in the NAT. The work presented here extends previous methods and attempts to take advantage of the NAT traffic structure to simplify the problem and improve the results of CDR. Four approaches are studied in this work: 1) subdividing the existing CDR problem into sub-problems of smaller sizes, which are easier to handle; 2) more efficient data reorganization within the considered time period; 3) problem localization, i.e. concentrating the resolution effort in the most conflicted regions; 4) applying CDR to the pre-tactical decision horizon (a couple of hours in advance). Obtained results show that these methods efficiently resolve potential conflicts at the strategic and pre-tactical levels by keeping the resulting trajectories close to the initial WO ones.

Rodionova, Olga↗

NASA NTRSDate not supplied

HAT m:N Cognitive Task Analysis (CTA)

This Cognitive Task Analysis (CTA) study was designed to understand the capability of the m:N Tactical Operator (TO) interfaces developed by the Human-Autonomy Teaming Laboratory at NASA Ames to support operators responsible for simplified pilot operations of 100 independently operated small UAS (sUAS) in a constrained geographic area. The m:N sUAS TO interface includes a central Tactical Situation Display (TSD) digital map with moving icons reflecting the sUAS location and planned flight route. The interface also has two side panels. The left panel includes a tabular list of UAS assets and mission tasking, a list of recently viewed assets, and a list of events and alerts. The right panel includes a tabular list of UAS assets and their associated telemetry, text-based chat communication window, and a tabbed checklist window. This CTA was adapted from the incident-based applied cognitive task analysis (Militello & Hutton, 1998) and included demographics questions, scenario-based simulations, a task diagram and knowledge audit methods. In addition to examining the support provided by this m:N sUAS TO interface, this CTA study, conducted with aviation subject matter experts in analogous roles to the future tactical operator, was designed to illuminate and project likely cognitive requirements of the tactical operator. Interviewees participated in two scenario-based simulations using the m:N sUAS TO interfaces. In the first simulation, the interviewees supervised 12 sUAS operating in downtown San Diego, California transiting to and from a central sUAS Hive, restaurant locations, and customer drop off locations. Interviewees were asked to react to a UAS Volume Reservation (UVR) event with a two-phase impact on food delivery operations. In the second scenario, the interviewees supervised 100 sUAS operating in the same airspace and with the same mission. Interviewees used the interfaces to recognize and react to two sUAS air vehicle problems. After each scenario, we asked the interviewees a semi-structured list of questions to elicit their reflections about using the interfaces. Interviewees were confident in their ability to respond to two off-nominal situations in each simulation. Interviewees felt that, given high levels of automation on the sUAS, they would be able to manage the events without requiring additional support or handing off the sUAS to a colleague or supervisor in both the n=12 or n=100 sUAS settings. In the n=12 sUAS condition, interviewees used the center map to understand the asset location and progress along with mission tasking. An additional display window, Asset Telemetry, helped interviewees understand battery state and sUAS altitude. When the number of sUAS increased, interviewees altered their behavior. Rather than maintaining awareness of individual assets, interviewees appeared to become more reactive, managing exceptions. Interviewees reported that they spent less time looking at the nominal aircraft, and focused their attention primarily on the off-nominal aircraft. In addition, in the second simulation with n=100 sUAS, interviewees reported that they relied more on the side panels (Mission Timeline and Asset Telemetry) to gather information.

human-autonomy teaming↗

NASA NTRS1922

The choice of air routes

The author lists rules for the development and planning of air routes. He uses as examples India and Texas, as well as discussing the need for more landing fields.

Warner, Edward P↗

NASA NTRS2017

Predicted Weather Display and Decision Support Interface for Flight Deck

A system and method for providing visual depictions of a predictive weather forecast for in-route vehicle trajectory planning. The method includes displaying weather information on a graphical display, displaying vehicle position information on the graphical display, selecting a predictive interval, displaying predictive weather information for the predictive interval on the graphical display, and displaying predictive vehicle position information for the predictive interval on the graphical display, such that the predictive vehicle position information is displayed relative to the predictive weather information, for in-route trajectory planning.

Johnson, Walter W.↗

NASA NTRS2016

Analysis of Multi-Flight Common Routes for Traffic Flow Management

When severe convective weather requires rerouting aircraft, FAA traffic managers employ severe weather avoidance plans (e.g., Playbook routes, Coded Departure Routes, etc.) These routes provide pilots with safe paths around weather-affected regions, and provide controllers with predictable, and often well-established flight plans. However, they often introduce large deviations to the nominal flight plans, which may not be necessary as weather conditions change. If and when the imposed traffic management initiatives (TMIs) become stale, updated shorter path flight trajectories may be found en route, providing significant time-savings to the affected flights. Multiple Flight Common Routes (MFCR) is a concept that allows multiple flights that are within a specified proximity or region, to receive updated shorter flight plans in an operationally efficient manner. MFCR is believed to provide benefits to the National Airspace System (NAS) by allowing traffic managers to update several flight plans of en route aircraft simultaneously, reducing operational workload within the TMUs of all affected ARTCCs. This paper will explore some aspects of the MFCR concept by analyzing multiple flights that have been selected for rerouting by the NAS Constraint Evaluation and Notification Tool (NASCENT). Various methods of grouping aircraft with common or similar routes will be presented, along with a comparison of the efficacy of these methods.

dynamic weather routes↗

NASA NTRS2003

En Route Descent Advisor Multi-Sector Planning Using Active and Provisional Controller Plans

As decision support tools are developed to support controllers in complex air traffic control environments, new approaches to maintaining situation awareness and managing traffic planning must be developed to handle the ever-increasing amounts of alerting and advisory data. Within high-density metering and other environments where flight path changes are the rule, not the exception, and where interactions between these changes are required, current trial planning approaches are limited by potential increases in workload. The Enroute Descent Advisor (EDA) is a set of decision support tool capabilities for managing high-density en route traffic subject to metering restrictions. The EDA system s novel approach builds aircraft plans from combinations of user intent data and builds controller plans from combinations of aircraft plans to effectively maintain situation awareness during traffic planning. By maintaining both active (current) and provisional (proposed) controller plans, EDA supports controllers in coordinated traffic planning both within and between sectors. Ultimately, EDA s multi-sector planning approach will facilitate a transition from current sector-oriented operations to a new trajectory-oriented paradigm, enabling new levels of efficiency and collaboration in air traffic control.

Vivona, Robert↗

NASA NTRS2016

Risk-Hedged Approach for Re-Routing Air Traffic Under Weather Uncertainty

This presentation corresponds to: our paper explores a new risk-hedged approach for re-routing air traffic around forecast convective weather. In this work, flying through a more likely weather instantiation is considered to pose a higher level of risk. Current operational practice strategically plans re-routes to avoid only the most likely (highest risk) weather instantiation, and then tactically makes any necessary adjustments as the weather evolves. The risk-hedged approach strategically plans re-routes by minimizing the risk-adjusted path length, incorporating multiple possible weather instantiations with associated likelihoods (risks). The resulting model is transparent and is readily analyzed for realism and treated with well-understood shortest-path algorithms. Risk-hedged re-routes are computed for some example weather instantiations. The main result is that in some scenarios, relative to an operational-practice proxy solution, the risk-hedged solution provides the benefits of lower risk as well as shorter path length. In other scenarios, the benefits of the risk-hedged solution are ambiguous, because the solution is characterized by a tradeoff between risk and path length. The risk-hedged solution can be executed in those scenarios where it provides a clear benefit over current operational practice.

air traffic routing↗

NASA NTRS2020

Meltwater Routing in GEOS: Current Activities and Plans

No abstract available

Andrews, Lauren↗

NASA NTRS2010

Analysis of Factors for Incorporating User Preferences in Air Traffic Management: A system Perspective

This paper presents an analysis of factors that impact user flight schedules during air traffic congestion. In pre-departure flight planning, users file one route per flight, which often leads to increased delays, inefficient airspace utilization, and exclusion of user flight preferences. In this paper, first the idea of filing alternate routes and providing priorities on each of those routes is introduced. Then, the impact of varying planning interval and system imposed departure delay increment is discussed. The metrics of total delay and equity are used for analyzing the impact of these factors on increased traffic and on different users. The results are shown for four cases, with and without the optional routes and priority assignments. Results demonstrate that adding priorities to optional routes further improves system performance compared to filing one route per flight and using first-come first-served scheme. It was also observed that a two-hour planning interval with a five-minute system imposed departure delay increment results in highest delay reduction. The trend holds for a scenario with increased traffic.

Sheth, Kapil S.↗

NASA NTRS2012

Air traffic management evaluation tool

Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry. The invention provides for aircraft dynamics effects, such as wind effects at each altitude, altitude changes, airspeed changes and aircraft turns to provide predictions of aircraft trajectory (and, optionally, aircraft fuel use). A second system provides several aviation applications using the first system. Several classes of potential incidents are analyzed and averted, by appropriate change en route of one or more parameters in the flight plan configuration, as provided by a conflict detection and resolution module and/or traffic flow management modules. These applications include conflict detection and resolution, miles-in trail or minutes-in-trail aircraft separation, flight arrival management, flight re-routing, weather prediction and analysis and interpolation of weather variables based upon sparse measurements. The invention combines these features to provide an aircraft monitoring system and an aircraft user system that interact and negotiate changes with each other.

Sridhar, Banavar↗

NASA NTRS2018

Airspace Technology Demonstration 3 (ATD-3): Dynamic Weather Routes (DWR) Technology Transfer Document Summary Version 2.0

This summary document and accompanying technology artifacts satisfy the first of three Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. The original transfer, completed in September 2016, consisted of NASA's legacy Dynamic Weather Routes (DWR) work for efficient routing for en-route weather avoidance. This transfer updates the Concept of Operations document to a publicly-available NASA Technical Memorandum. Dynamic Weather Routes (DWR) is a ground-based trajectory automation system that continuously and automatically analyzes active in-flight aircraft in en route airspace to identify opportunities for simple corrections to flight plan routes that can save significant flying time, at least five minutes wind-corrected, while avoiding weather and considering traffic conflicts, airspace sector congestion, special use airspace, and FAA routing restrictions.

DWR↗

NASA NTRS2012

Autonomous Operations Planner: A Flexible Platform for Research in Flight-Deck Support for Airborne Self-Separation

The Autonomous Operations Planner (AOP), developed by NASA, is a flexible and powerful prototype of a flight-deck automation system to support self-separation of aircraft. The AOP incorporates a variety of algorithms to detect and resolve conflicts between the trajectories of its own aircraft and traffic aircraft while meeting route constraints such as required times of arrival and avoiding airspace hazards such as convective weather and restricted airspace. This integrated suite of algorithms provides flight crew support for strategic and tactical conflict resolutions and conflict-free trajectory planning while en route. The AOP has supported an extensive set of experiments covering various conditions and variations on the self-separation concept, yielding insight into the system s design and resolving various challenges encountered in the exploration of the concept. The design of the AOP will enable it to continue to evolve and support experimentation as the self-separation concept is refined.

Karr, David A.↗

NASA NTRS2021

Noise Exposure Maps of Urban Air Mobility

A noise exposure map is “a scaled geographic depiction of an airport, its noise exposure contours, noise-sensitive facilities, and land uses in the airport surrounding area” developed in accordance with the FAA’s 14 Code of Federal Regulation Part 150. This paper is the first to explore the applicability of airport noise exposure maps to Urban Air Mobility (UAM). The FAA’s airport noise compatibility planning program is first described. Then the applicability of the noise exposure map to Urban Air Mobility (UAM) is explored. Finally, new airspace infrastructure, including vertiport locations and UAM routes from NASA’s UAM engineering simulations, and local noise-sensitive facility locations and land use information were collected and processed to develop the noise exposure maps of UAM near the Dallas-Fort Worth area. The DNL noise contours resulting from a six-passenger electric quadrotor prototype vehicle are predicted using NASA’s AIRNOISEUAM software. The noise exposure maps of UAM are generated automatically using Python’s data analysis and visualization libraries. The results have applications for UAM’s noise compatibility planning, noise-reducing route planning, and vertiport location selection

Urban Air Mobility↗

NASA NTRS2021

Noise Exposure Map of Urban Air Mobility

Urban Air Mobility↗

NASA NTRS2011

Traverse Planning Experiments for Future Planetary Surface Exploration

This paper describes the results of a recent (July-August 2010 and July 2011) planetary surface traverse planning experiment. The purpose of this experiment was to gather data relevant to robotically repositioning surface assets used for planetary surface exploration. This is a scenario currently being considered for future human exploration missions to the Moon and Mars. The specific scenario selected was a robotic traverse on the lunar surface from an outpost at Shackleton Crater to the Malapert Massif. As these are exploration scenarios, the route will not have been previously traversed and the only pre-traverse data sets available will be remote (orbital) observations. Devon Island was selected as an analog location where a traverse route of significant length could be planned and then traveled. During the first half of 2010, a team of engineers and scientists who had never been to Devon Island used remote sensing data comparable to that which is likely to be available for the Malapert region (eg., 2-meter/pixel imagery, 10-meter interval topographic maps and associated digital elevation models, etc.) to plan a 17-kilometer (km) traverse. Surface-level imagery data was then gathered on-site that was provided to the planning team. This team then assessed whether the route was actually traversable or not. Lessons learned during the 2010 experiment were then used in a second experiment in 2011 for which a much longer traverse (85 km) was planned and additional surface-level imagery different from that gathered in 2010 was obtained for a comparative analysis. This paper will describe the route planning techniques used, the data sets available to the route planners and the lessons learned from the two traverses planned and carried out on Devon Island.

Hoffman, S. J.↗