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At least 127 records · Page 7
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NASA NTRS2006

Solutions Network Formulation Report. Improving NOAA's Tides and Currents Through Enhanced Data Inputs from NASA's Ocean Surface Topography Mission

The Nation uses water-level data for a variety of practical purposes, including hydrography, nautical charting, maritime navigation, coastal engineering, and tsunami and storm surge warnings (NOAA, 2002; Digby et al., 1999). Long-term applications include marine boundary determinations, tidal predictions, sea-level trend monitoring, oceanographic research, and climate research. Accurate and timely information concerning sea-level height, tide, and ocean current is needed to understand their impact on coastal management, disaster management, and public health. Satellite altimeter data products are currently used by hundreds of researchers and operational users to monitor ocean circulation and to improve scientists understanding of the role of the oceans in climate and weather. The NOAA (National Oceanic and Atmospheric Administration) National Ocean Service has been monitoring sea-level variations for many years (NOAA, 2006). NOAA s Tides & Currents DST (decision support tool, managed by the Center for Operational Oceanographic Products and Services, is the portal to a vast collection of oceanographic and meteorological data (historical and real-time), predictions, and nowcasts and forecasts. This report assesses the capacity of NASA s satellite altimeter data to meet societal decision support needs through incorporation into NOAA s Tides & Currents.

Guest, DeNeice C.↗
NASA NTRS1987

Information prioritization for control and automation of space operations

The applicability of a real-time information prioritization technique to the development of a decision support system for control and automation of Space Station operations is considered. The steps involved in the technique are described, including the definition of abnormal scenarios and of attributes, measures of individual attributes, formulation and optimization of a cost function, simulation of test cases on the basis of the cost function, and examination of the simulation scenerios. A list is given comparing the intrinsic importances of various Space Station information data.

Ray, Asock↗
NASA NTRS2007

Solutions Network Formulation Report: Improving NOAA's PORTS(R) Through Enhanced Data Inputs from NASA's Ocean Surface Topography Mission

The Nation uses water-level data for a variety of practical purposes, including nautical charting, maritime navigation, hydrography, coastal engineering, and tsunami and storm surge warnings. Long-term applications include marine boundary determinations, tidal predictions, sea-level trend monitoring, oceanographic research, and climate research. Accurate and timely information concerning sea-level height, tide, and ocean current is needed to understand their impact on coastal management, disaster management, and public health. Satellite altimeter data products are currently used by hundreds of researchers and operational users to monitor ocean circulation and to improve scientists understanding of the role of the oceans in climate and weather. The NOAA (National Oceanic and Atmospheric Administration) National Ocean Service has been monitoring sea-level variations for many years. NOAA s PORTS (Physical Oceanographic Real-Time System) DST (decision support tool), managed by the Center for Operational Oceanographic Products and Services, supports safe and cost-efficient navigation by providing ship masters and pilots with accurate real-time information required to avoid groundings and collisions. This report assesses the capacity of NASA s satellite altimeter data to meet societal decision support needs through incorporation into NOAA s PORTS. NASA has a long heritage of collecting data for ocean research, including its current Terra and Aqua missions. Numerous other missions provide additional important information for coastal management issues, and data collection will continue in the coming decade with such missions as the OSTM (Ocean Surface Topography Mission). OSTM will provide data on sea-surface heights for determining ocean circulation, climate change, and sea-level rise. We suggest that NASA incorporate OSTM altimeter data (C- and Ku-band) into NOAA s PORTS DST in support of NASA s Coastal Management National Application with secondary support to the Disaster Management and Public Health National Applications.

Guest, DeNeice↗
NASA NTRSDate not supplied

Decision Support Tool for Risk Assessment & Maneuver Planning in Collision Avoidance

As the quantity of orbital debris continues to grow, so too does the rate of conjunction messages that suggest possible collisions between high value payloads and debris. The abundance of these conjunction messages, and eventual misses, has led to a culture of ignored alerts, and an increase in satellite operation costs as a result of the frequent need to plan resources for maneuver planning and execution. The loss of “trust” in conjunction alerts is due to the poorly characterized evolution in probability of collision (Pc) as time approaches the time of closest approach (TCA) between two objects, as well as the interpretation of Pc in the context of maneuver planning. To address these problems, and in collaboration with the NASA Conjunction Assessment Risk Analysis (CARA) program, the Industrial Sciences Group has developed a novel Maneuver Decision Support System (MDSS) to assist satellite operations in conjunction assessment and Maneuver planning. It provides a meaningful and intuitive Urgency metric for actionable maneuver decisions, based on the physical dynamics of conjunctions. It is based on a forecast of the evolution of Pc over time and represents an advance over current methods that are in use for satellite conjunction monitoring and planning. The result is to give satellite operators a validated decision support systems to plan for maneuver execution or mitigation or monitoring up to 3 days before TCA.

Decision Support Tool↗
NASA NTRSDate not supplied

Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP)

Aircraft in oceanic and remote non-radar airspace frequently fly for extended periods of time in the same direction, at the same time, along similar flight paths as other aircraft. Since there is no radar surveillance, controllers use procedural separation to ensure that aircraft remain separated. Procedural separation distances are typically larger than radar separation distances and as a result aircraft operating in oceanic airspace are sometimes held at non-optimal flight levels due to conflicting traffic at intervening flight levels. Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP) were developed to enable flight level change maneuvers that would otherwise not be possible with current procedural separation standards. Aircraft operators choosing to equip with an ADS-B transceiver and an appropriate onboard decision support system would be able to take advantage of these procedures when operating in proximity to aircraft equipped with a suitable ADS-B transmitter (“ADS-B Out”). The ability to perform in-trail maneuvers to achieve more time at optimum altitudes could result in more efficient and predictable flight profiles thereby saving fuel and in some cases allowing operators to make beneficial operational decisions. NASA first began developing ADS-B ITP in 2003 as a result of a desire to develop methodologies, concepts, and procedures to reduce separation requirements for future air transportation systems using airborne ADS-B. The objectives were to provide insight into the details necessary to reduce separation requirements for the future and to develop applications that could provide incentives for operators to voluntarily equip with transformational technologies. From 2003 to 2008, NASA conducted research that supported the development of ITP including batch simulations, human-in-the-loop experiments and avionics and separation standards development. This research showed enough maturity and benefit that in 2008, the FAA Surveillance and Broadcast Services (SBS) program adopted ADS-B ITP as one of their three key, near-term applications to make use of ADS-B-In. The FAA developed an agreement with NASA to transition the technology and established an FAA project for the purpose of performing an operational trial of ADS-B ITP in revenue service in the summer of 2011. The objectives of the project are to a) validate the operational performance and economic benefits of ITP; and b) develop and validate ADS-B ITP Minimum Operational Performance Specifications (MOPS) material. As a part of this project, the FAA established agreements with United Airlines and Honeywell. The agreements include the work necessary for the development, certification and installation of onboard systems for twelve United Airlines 747-400s. ITP system development is nearly complete and certification activities are underway. The FAA project has also been working with Oakland Oceanic Control Center (ZOA) and the FAA’s Oceanic and Offshore Operations Office to develop controller procedures and safety analyses that are required to support the flight trial. The FAA has also been working on the development of an ITP Operational Specification that should be approved this April. The presentation will cover some of the key aspects of the development, challenges, and integration required to successfully transition ADS-B ITP from a concept in 2003 to flight trials in revenue service in 2011.

Kenneth M Jones↗
NASA NTRS2012

Space Environments and Spacecraft Effects Organization Concept

The National Aeronautics and Space Administration (NASA) is embarking on a course to expand human presence beyond Low Earth Orbit (LEO) while also expanding its mission to explore the solar system. Destinations such as Near Earth Asteroids (NEA), Mars and its moons, and the outer planets are but a few of the mission targets. Each new destination presents an opportunity to increase our knowledge of the solar system and the unique environments for each mission target. NASA has multiple technical and science discipline areas specializing in specific space environments disciplines that will help serve to enable these missions. To complement these existing discipline areas, a concept is presented focusing on the development of a space environments and spacecraft effects (SENSE) organization. This SENSE organization includes disciplines such as space climate, space weather, natural and induced space environments, effects on spacecraft materials and systems and the transition of research information into application. This space environment and spacecraft effects organization will be composed of Technical Working Groups (TWG). These technical working groups will survey customers and users, generate products, and provide knowledge supporting four functional areas: design environments, engineering effects, operational support, and programmatic support. The four functional areas align with phases in the program mission lifecycle and are briefly described below. Design environments are used primarily in the mission concept and design phases of a program. Engineering effects focuses on the material, component, sub-system and system-level selection and the testing to verify design and operational performance. Operational support provides products based on real time or near real time space weather to mission operators to aid in real time and near-term decision-making. The programmatic support function maintains an interface with the numerous programs within NASA, other federal government agencies, and the commercial sector to ensure that communications are well established and the needs of the programs are being met. The programmatic support function also includes working in coordination with the program in anomaly resolution and generation of lessons learned documentation. The goal of this space environment and spacecraft effects organization is to develop decision-making tools and engineering products to support all mission phases from mission concept through operations by focusing on transitioning research to application. Products generated by this space environments and effects application are suitable for use in anomaly investigations. This paper will describe the scope of the TWGs and their relationship to the functional areas, and discuss an organizational structure for this space environments and spacecraft effects organization.

Edwards, David L.↗
NASA NTRS2012

An Overview of the Space Environments and Spacecraft Effects Organization Concept

The National Aeronautics and Space Administration (NASA) is embarking on a course to expand human presence beyond Low Earth Orbit (LEO) while also expanding its mission to explore our Earth, and the solar system. Destinations such as Near Earth Asteroids (NEA), Mars and its moons, and the outer planets are but a few of the mission targets. Each new destination presents an opportunity to increase our knowledge on the solar system and the unique environments for each mission target. NASA has multiple technical and science discipline areas specializing in specific space environments fields that will serve to enable these missions. To complement these existing discipline areas, a concept is presented focusing on the development of a space environment and spacecraft effects (SESE) organization. This SESE organization includes disciplines such as space climate, space weather, natural and induced space environments, effects on spacecraft materials and systems, and the transition of research information into application. This space environment and spacecraft effects organization will be composed of Technical Working Groups (TWG). These technical working groups will survey customers and users, generate products, and provide knowledge supporting four functional areas: design environments, engineering effects, operational support, and programmatic support. The four functional areas align with phases in the program mission lifecycle and are briefly described below. Design environments are used primarily in the mission concept and design phases of a program. Environment effects focuses on the material, component, sub-system, and system-level response to the space environment and include the selection and testing to verify design and operational performance. Operational support provides products based on real time or near real time space weather to mission operators to aid in real time and near-term decision-making. The programmatic support function maintains an interface with the numerous programs within NASA, other federal government agencies, and the commercial sector to ensure that communications are well established and the needs of the programs are being met. The programmatic support function also includes working in coordination with the program in anomaly resolution and generation of lessons learned documentation. The goal of this space environment and spacecraft effects organization is to develop decision-making tools and engineering products to support all mission phases from mission concept through operations by focusing on transitioning research to application. Products generated by this space environments and effects application are suitable for use in anomaly investigations. This paper will describe the scope and purpose of the space environments and spacecraft effects organization and describe the TWG's and their relationship to the functional areas.

Edwards, David L.↗
NASA NTRS2012

Simpler ISS Flight Control Communications and Log Keeping via Social Tools and Techniques

The heart of flight operations control involves a) communicating effectively in real time with other controllers in the room and/or in remote locations and b) tracking significant events, decisions, and rationale to support the next set of decisions, provide a thorough shift handover, and troubleshoot/improve operations. International Space Station (ISS) flight controllers speak with each other via multiple voice circuits or loops, each with a particular purpose and constituency. Controllers monitor and/or respond to several loops concurrently. The primary tracking tools are console logs, typically kept by a single operator and not visible to others in real-time. Information from telemetry, commanding, and planning systems also plays into decision-making. Email is very secondary/tertiary due to timing and archival considerations. Voice communications and log entries supporting ISS operations have increased by orders of magnitude because the number of control centers, flight crew, and payload operations have grown. This paper explores three developmental ground system concepts under development at Johnson Space Center s (JSC) Mission Control Center Houston (MCC-H) and Marshall Space Flight Center s (MSFC) Payload Operations Integration Center (POIC). These concepts could reduce ISS control center voice traffic and console logging yet increase the efficiency and effectiveness of both. The goal of this paper is to kindle further discussion, exploration, and tool development.

Scott, David W.↗
NASA NTRS2012

Space Environments and Spacecraft Effects Concept: Transitioning Research to Operations and Applications

The National Aeronautics and Space Administration (NASA) is embarking on a course to expand human presence beyond Low Earth Orbit (LEO) while expanding its mission to explore the solar system. Destinations such as Near Earth Asteroids (NEA), Mars and its moons, and the outer planets are but a few of the mission targets. NASA has established numerous organizations specializing in specific space environments disciplines that will serve to enable these missions. To complement these existing discipline organizations, a concept is presented focusing on the development of a space environment and spacecraft effects organization. This includes space climate, space weather, natural and induced space environments, and effects on spacecraft materials and systems. This space environment and spacecraft effects organization would be comprised of Technical Working Groups (TWG) focusing on, for example: a) Charged Particles (CP), b) Space Environmental Effects (SEE), and c) Interplanetary and Extraterrestrial Environments (IEE). These technical working groups will generate products and provide knowledge supporting four functional areas: design environments, environment effects, operational support, and programmatic support. The four functional areas align with phases in the program mission lifecycle and are briefly described below. Design environments are used primarily in the mission concept and design phases of a program. Environment effects focuses on the material, component, sub-system and system-level selection and the testing to verify design and operational performance. Operational support provides products based on real time or near real time space weather observations to mission operators to aid in real time and near-term decision-making. The programmatic support function maintains an interface with the numerous programs within NASA and other federal agencies to ensure that communications are well established and the needs of the programs are being met. The programmatic support function also includes working in coordination with the program in anomaly resolution and generation of lesson learned documentation. The goal of this space environment and spacecraft effects organization is to develop decision-making tools and engineering products to support the mission phases of mission concept through operations by focusing on transitioning research to application. Products generated by this space environments and spacecraft effects organization are suitable for use in anomaly investigations. This paper will describe the organizational structure for this space environments and spacecraft effects organization, and outline the scope of conceptual TWG's and their relationship to the functional areas.

Edwards, D. L.↗
NASA NTRS2004

Improving the Transition of Earth Satellite Observations from Research to Operations

There are significant gaps between the observations, models, and decision support tools that make use of new data. These challenges include: 1) Decreasing the time to incorporate new satellite data into operational forecast assimilation systems, 2) Blending in-situ and satellite observing systems to produce the most accurate and comprehensive data products and assessments, 3) Accelerating the transition from research to applications through national test beds, field campaigns, and pilot demonstrations, and 4) Developing the partnerships and organizational structures to effectively transition new technology into operations. At the Short-term Prediction Research and Transition (SPORT) Center in Huntsville, Alabama, a NASA-NOAA-University collaboration has been developed to accelerate the infusion of NASA Earth science observations, data assimilation and modeling research into NWS forecast operations and decision-making. The SPoRT Center research focus is to improve forecasts through new observation capability and the regional prediction objectives of the US Weather Research Program dealing with 0-1 day forecast issues such as convective initiation and 24-hr quantitative precipitation forecasting. The near real-time availability of high-resolution experimental products of the atmosphere, land, and ocean from the Moderate Resolution Imaging Spectroradiometer (MODIS), the Advanced Infrared Spectroradiometer (AIRS), and lightning mapping systems provide an opportunity for science and algorithm risk reduction, and for application assessment prior to planned observations from the next generation of operational low Earth orbiting and geostationary Earth orbiting satellites. This paper describes the process for the transition of experimental products into forecast operations, current products undergoing assessment by forecasters, and plans for the future. The SPoRT Web page is at (http://www.ghcc.msfc.nasa.gov/sport).

Goodman, Steven J.↗
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↗
NASA NTRS2021

Integrated Demand Management (IDM): Concept of Operations

NASA's Integrated Demand Management research activity developed a concept for a novel use of the FAA's Collaborative Trajectory Options Program (CTOP) decision support software to support airspace capacity-limited arrival operations involving Time Based Flow Management (TBFM). This document provides a detailed, graphical description of the concept.

IDM↗
NASA NTRS2002

The Development and Evaluation of an Operational Aerobraking Strategy for the Mars 2001 Odyssey Orbiter

The Mars 2001 Odyssey Orbiter successfully completed the aerobraking phase of its mission on January 11, 2002. This paper discusses the support provided by NASA's Langley Research Center to the navigation team at the Jet Propulsion Laboratory in the planning and operational support of Mars Odyssey Aerobraking. Specifically, the development of a three-degree-of-freedom aerobraking trajectory simulation and its application to pre-flight planning activities as well as operations is described. The importance of running the simulation in a Monte Carlo fashion to capture the effects of mission and atmospheric uncertainties is demonstrated, and the utility of including predictive logic within the simulation that could mimic operational maneuver decision-making is shown. A description is also provided of how the simulation was adapted to support flight operations as both a validation and risk reduction tool and as a means of obtaining a statistical basis for maneuver strategy decisions. This latter application was the first use of Monte Carlo trajectory analysis in an aerobraking mission.

Tartabini, Paul V.↗
NASA NTRS2009

Airborne Tactical Intent-Based Conflict Resolution Capability

Trajectory-based operations with self-separation involve the aircraft taking the primary role in the management of its own trajectory in the presence of other traffic. In this role, the flight crew assumes the responsibility for ensuring that the aircraft remains separated from all other aircraft by at least a minimum separation standard. These operations are enabled by cooperative airborne surveillance and by airborne automation systems that provide essential monitoring and decision support functions for the flight crew. An airborne automation system developed and used by NASA for research investigations of required functionality is the Autonomous Operations Planner. It supports the flight crew in managing their trajectory when responsible for self-separation by providing monitoring and decision support functions for both strategic and tactical flight modes. The paper focuses on the latter of these modes by describing a capability for tactical intent-based conflict resolution and its role in a comprehensive suite of automation functions supporting trajectory-based operations with self-separation.

Wing, David J.↗
NASA NTRS2006

Time Relevance of Convective Weather Forecast for Air Traffic Automation

The Federal Aviation Administration (FAA) is handling nearly 120,000 flights a day through its Air Traffic Management (ATM) system and air traffic congestion is expected to increse substantially over the next 20 years. Weather-induced impacts to throughput and efficiency are the leading cause of flight delays accounting for 70% of all delays with convective weather accounting for 60% of all weather related delays. To support the Next Generation Air Traffic System goal of operating at 3X current capacity in the NAS, ATC decision support tools are being developed to create advisories to assist controllers in all weather constraints. Initial development of these decision support tools did not integrate information regarding weather constraints such as thunderstorms and relied on an additional system to provide that information. Future Decision Support Tools should move towards an integrated system where weather constraints are factored into the advisory of a Decision Support Tool (DST). Several groups such at NASA-Ames, Lincoln Laboratories, and MITRE are integrating convective weather data with DSTs. A survey of current convective weather forecast and observation data show they span a wide range of temporal and spatial resolutions. Short range convective observations can be obtained every 5 mins with longer range forecasts out to several days updated every 6 hrs. Today, the short range forecasts of less than 2 hours have a temporal resolution of 5 mins. Beyond 2 hours, forecasts have much lower temporal. resolution of typically 1 hour. Spatial resolutions vary from 1km for short range to 40km for longer range forecasts. Improving the accuracy of long range convective forecasts is a major challenge. A report published by the National Research Council states improvements for convective forecasts for the 2 to 6 hour time frame will only be achieved for a limited set of convective phenomena in the next 5 to 10 years. Improved longer range forecasts will be probabilistic as opposed to the deterministic shorter range forecasts. Despite the known low level of confidence with respect to long range convective forecasts, these data are still useful to a DST routing algorithm. It is better to develop an aircraft route using the best information available than no information. The temporally coarse long range forecast data needs to be interpolated to be useful to a DST. A DST uses aircraft trajectory predictions that need to be evaluated for impacts by convective storms. Each time-step of a trajectory prediction n&s to be checked against weather data. For the case of coarse temporal data, there needs to be a method fill in weather data where there is none. Simply using the coarse weather data without any interpolation can result in DST routes that are impacted by regions of strong convection. Increasing the temporal resolution of these data can be achieved but result in a large dataset that may prove to be an operational challenge in transmission and loading by a DST. Currently, it takes about 7mins retrieve a 7mb RUC2 forecast file from NOAA at NASA-Ames Research Center. A prototype NCWF6 1 hour forecast is about 3mb in size. A Six hour NCWFG forecast with a 1hr forecast time-step will be about l8mb (6 x 3mb). A 6 hour NCWF6 forecast with a l5min forecast time-step will be about 7mb (24 x 3mb). Based on the time it takes to retrieve a 7mb RUC2 forecast, it will take approximately 70mins to retrieve a 6 hour NCWF forecast with 15min time steps. Until those issues are addressed, there is a need to develop an algorithm that interpolates between these temporally coarse long range forecasts. This paper describes a method of how to use low temporal resolution probabilistic weather forecasts in a DST. The beginning of this paper is a description of some convective weather forecast and observation products followed by an example of how weather data are used by a DST. The subsequent sections will describe probabilistic forecasts followed by a descrtion of a method to use low temporal resolution probabilistic weather forecasts by providing a relevance value to these data outside of their valid times.

Chan, William N.↗
NASA NTRS2002

A Multi-Operator Simulation for Investigation of Distributed Air Traffic Management Concepts

This paper discusses the current development of an air traffic operations simulation that supports feasibility research for advanced air traffic management concepts. The Air Traffic Operations Simulation (ATOS) supports the research of future concepts that provide a much greater role for the flight crew in traffic management decision-making. ATOS provides representations of the future communications, navigation, and surveillance (CNS) infrastructure, a future flight deck systems architecture, and advanced crew interfaces. ATOS also provides a platform for the development of advanced flight guidance and decision support systems that may be required for autonomous operations.

Peters, Mark E.↗
NASA NTRS2016

Operational Characteristics Identification and Simulation Model Verification for Incheon International Airport

Incheon International Airport (ICN) is one of the hub airports in East Asia. Airport operations at ICN have been growing more than 5% per year in the past five years. According to the current airport expansion plan, a new passenger terminal will be added and the current cargo ramp will be expanded in 2018. This expansion project will bring 77 new stands without adding a new runway to the airport. Due to such continuous growth in airport operations and future expansion of the ramps, it will be highly likely that airport surface traffic will experience more congestion, and therefore, suffer from efficiency degradation. There is a growing awareness in aviation research community of need for strategic and tactical surface scheduling capabilities for efficient airport surface operations. Specific to ICN airport operations, a need for A-CDM (Airport - Collaborative Decision Making) or S-CDM(Surface - Collaborative Decision Making), and controller decision support tools for efficient air traffic management has arisen since several years ago. In the United States, there has been independent research efforts made by academia, industry, and government research organizations to enhance efficiency and predictability of surface operations at busy airports. Among these research activities, the Spot and Runway Departure Advisor (SARDA) developed and tested by National Aeronautics and Space Administration (NASA) is a decision support tool to provide tactical advisories to the controllers for efficient surface operations. The effectiveness of SARDA concept, was successfully verified through the human-in-the-loop (HITL) simulations for both spot release and runway operations advisories for ATC Tower controllers of Dallas/Fort Worth International Airport (DFW) in 2010 and 2012, and gate pushback advisories for the ramp controller of Charlotte/Douglas International Airport (CLT) in 2014. The SARDA concept for tactical surface scheduling is further enhanced and is being integrated into NASA's Airspace Technology Demonstration - 2 (ATD-2) project for technology demonstration of Integrated Arrival/Departure/Surface (ADS) operations at CLT. This study is a part of the international research collaboration between KAIA (Korea Agency for Infrastructure Technology Advancement)/KARI (Korea Aerospace Research Institute) and NASA, which is being conducted to validate the effectiveness of SARDA concept as a controller decision support tool for departure and surface management of ICN. This paper presents the preliminary results of the collaboration effort. It includes investigation of the operational environment of ICN, data analysis for identification of the operational characteristics of the airport, construction and verification of airport simulation model using Surface Operations Simulator and Scheduler (SOSS), NASA's fast-time simulation tool.

scheduling↗