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NASA NTRS2013

Spot and Runway Departure Advisor

The Spot and Runway Departure Advisor (SARDA) is a research prototype of a decision support tool for ATC tower controllers to assist in manging and controlling traffic on the surface of an airport. SARDA employs a scheduler to generate an optimal runway schedule and gate push-back - spot release sequence and schedule that improves efficiency of surface operations. The advisories for ATC tower controllers are displayed on an Electronic Flight Strip (EFS) system. The human-in-the-loop simulation of the SARDA tool was conducted for east operations of Dallas-Ft. Worth International Airport (DFW) to evaluate performance of the SARDA tool and human factors, such as situational awareness and workload. The results indicates noticeable taxi delay reduction and fuel savings by using the SARDA tool. Reduction in controller workload were also observed throughout the scenario runs. The future plan includes modeling and simulation of the ramp operations of the Charlotte International Airport, and develop a decision support tool for the ramp controllers.

decision support tool↗
NASA NTRS2013

Scheduling and Separating Departures Crossing Arrival Flows in Shared Airspace

Flight efficiency and reduction of flight delays are among the primary goals of NextGen. In this paper, we propose a concept of shared airspace where departures fly across arrival flows, provided gaps are available in these flows. We have explored solutions to separate departures temporally from arrival traffic and pre-arranged procedures to support controllers' decisions. We conducted a Human-in-the-Loop simulation and assessed the efficiency and safety of 96 departures from the San Jose airport (SJC) climbing across the arrival airspace of the Oakland and San Francisco arrival flows. In our simulation, the SJC tower had a tool to schedule departures to fly across predicted gaps in the arrival flow. When departures were mistimed and separation could not be ensured, a safe but less efficient route was provided to the departures to fly under the arrival flows. A coordination using a point-out procedure allowed the arrival controller to control the SJC departures right after takeoff. We manipulated the accuracy of departure time (accurate vs. inaccurate) as well as which sector took control of the departures after takeoff (departure vs. arrival sector) in a 2x2 full factorial plan. Results show that coordination time decreased and climb efficiency increased when the arrival sector controlled the aircraft right after takeoff. Also, climb efficiency increased when the departure times were more accurate. Coordination was shown to be a critical component of tactical operations in shared airspace. Although workload, coordination, and safety were judged by controllers as acceptable in the simulation, it appears that in the field, controllers would need improved tools and coordination procedures to support this procedure.

shared airspace↗
NASA NTRS2013

The Impact of Trajectory Prediction Uncertainty on Air Traffic Controller Performance and Acceptability

A Human-In-The-Loop air traffic control simulation investigated the impact of uncertainties in trajectory predictions on NextGen Trajectory-Based Operations concepts, seeking to understand when the automation would become unacceptable to controllers or when performance targets could no longer be met. Retired air traffic controllers staffed two en route transition sectors, delivering arrival traffic to the northwest corner-post of Atlanta approach control under time-based metering operations. Using trajectory-based decision-support tools, the participants worked the traffic under varying levels of wind forecast error and aircraft performance model error, impacting the ground automations ability to make accurate predictions. Results suggest that the controllers were able to maintain high levels of performance, despite even the highest levels of trajectory prediction errors.

trajectory prediction uncertainty↗
NASA NTRS2011

Trajectory-Based Complexity (TBX): A Modified Aircraft Count to Predict Sector Complexity During Trajectory-Based Operations

In this paper we introduce a new complexity metric to predict -in real-time- sector complexity for trajectory-based operations (TBO). TBO will be implemented in the Next Generation Air Transportation System (NextGen). Trajectory-Based Complexity (TBX) is a modified aircraft count that can easily be computed and communicated in a TBO environment based upon predictions of aircraft and weather trajectories. TBX is scaled to aircraft count and represents an alternate and additional means to manage air traffic demand and capacity with more consideration of dynamic factors such as weather, aircraft equipage or predicted separation violations, as well as static factors such as sector size. We have developed and evaluated TBX in the Airspace Operations Laboratory (AOL) at the NASA Ames Research Center during human-in-the-loop studies of trajectory-based concepts since 2009. In this paper we will describe the TBX computation in detail and present the underlying algorithm. Next, we will describe the specific TBX used in an experiment at NASA's AOL. We will evaluate the performance of this metric using data collected during a controller-inthe- loop study on trajectory-based operations at different equipage levels. In this study controllers were prompted at regular intervals to rate their current workload on a numeric scale. When comparing this real-time workload rating to the TBX values predicted for these time periods we demonstrate that TBX is a better predictor of workload than aircraft count. Furthermore we demonstrate that TBX is well suited to be used for complexity management in TBO and can easily be adjusted to future operational concepts.

trajectories↗
NASA NTRS2013

NextGen Operations in a Simulated NY Area Airspace

A human-in-the-loop simulation conducted in the Airspace Operations Laboratory (AOL) at NASA Ames Research Center explored the feasibility of a Next Generation Air Transportation System (NextGen) solution to address airspace and airport capacity limitations in and around the New York metropolitan area. A week-long study explored the feasibility of a new Optimal Profile Descent (OPD) arrival into the airspace as well as a novel application of a Terminal Area Precision Scheduling and Spacing (TAPSS) enhancement to the Traffic Management Advisor (TMA) arrival scheduling tool to coordinate high volume arrival traffic to intersecting runways. In the simulation, four en route sector controllers and four terminal radar approach control (TRACON) controllers managed traffic inbound to Newark International Airport's primary runway, 22L, and its intersecting overflow runway, 11. TAPSS was used to generate independent arrival schedules for each runway and a traffic management coordinator participant adjusted the arrival schedule for each runway 11 aircraft to follow one of the 22L aircraft. TAPSS also provided controller-managed spacing tools (slot markers with speed advisories and timelines) to assist the TRACON controllers in managing the arrivals that were descending on OPDs. Results showed that the tools significantly decreased the occurrence of runway violations (potential go-arounds) when compared with a Baseline condition with no tools. Further, the combined use of the tools with the new OPD produced a peak arrival rate of over 65 aircraft per hour using instrument flight rules (IFR), exceeding the current maximum arrival rate at Newark Liberty International Airport (EWR) of 52 per hour under visual flight rules (VFR). Although the participants rated the workload as relatively low and acceptable both with and without the tools, they rated the tools as reducing their workload further. Safety and coordination were rated by most participants as acceptable in both conditions, although the TRACON Runway Coordinator (TRC) rated neither as acceptable in the Baseline condition. Regarding the role of the TRC, the two TRACON controllers handling the 11 arrivals indicated that the TRC was very much needed in the Baseline condition without tools, but not needed in the condition with tools. This indicates that the tools were providing much of the sequencing and spacing information that the TRC had supplied in the Baseline condition.

NextGen↗
NASA NTRS2013

Evaluation of the Terminal Sequencing and Spacing System for Performance Based Navigation Arrivals

NASA has developed the Terminal Sequencing and Spacing (TSS) system, a suite of advanced arrival management technologies combining timebased scheduling and controller precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals that have both current standard ATC routes and terminal Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. In collaboration with the FAA and MITRE's Center for Advanced Aviation System Development (CAASD), TSS system performance was evaluated in human-in-the-loop (HITL) simulations with currently active controllers as participants. Traffic scenarios had mixed Area Navigation (RNAV) and Required Navigation Performance (RNP) equipage, where the more advanced RNP-equipped aircraft had preferential treatment with a shorter approach option. Simulation results indicate the TSS system achieved benefits by enabling PBN, while maintaining high throughput rates-10% above baseline demand levels. Flight path predictability improved, where path deviation was reduced by 2 NM on average and variance in the downwind leg length was 75% less. Arrivals flew more fuel-efficient descents for longer, spending an average of 39 seconds less in step-down level altitude segments. Self-reported controller workload was reduced, with statistically significant differences at the p less than 0.01 level. The RNP-equipped arrivals were also able to more frequently capitalize on the benefits of being "Best-Equipped, Best- Served" (BEBS), where less vectoring was needed and nearly all RNP approaches were conducted without interruption.

terminal sequencing↗
NASA NTRS2013

SARDA: An Integrated Concept for Airport Surface Operations Management

The Spot and Runway Departure Advisor (SARDA) is an integrated decision support tool for airlines and air traffic control tower enabling surface collaborative decision making (CDM) and departure metering in order to enhance efficiency of surface operations at congested airports. The presentation describes the concept and architecture of the SARDA as a CDM tool, and the results from a human-in-the-loop simulation of the tool conducted in 2012 at the FutureFlight Central, the tower simulation facility. Also, presented is the current activities and future plan for SARDA development. The presentation was given at the meeting with the FAA senior advisor of the Surface Operations Office.

surface collaborative decision making↗
NASA NTRS2013

An Investigation of Flight Deck Data Link in the Terminal Area

The Next Generation Air Transportation System (NextGen) and Europe's Single European Sky ATM Research (SESAR) concepts require an increased use of trajectory-based operations, including extensive strategic air traffic control clearances. The clearances are lengthy and complex, which necessitate data link communications to allow for message permanence and integration into the autoflight systems (i.e., autoload capability). This paper examines the use of flight deck data link communications for strategic and tactical clearance usage in the terminal area. A human-in-the-loop simulation was conducted using a high-fidelity flight deck simulator, with ten commercial flight crews as participants. Data were collected from six flight scenarios in the San Francisco terminal airspace. The variables of interest were ATC message modality (voice v. data link), temporal quality of the message (tactical v. strategic) and message length. Dependent variables were message response times, communication clarifications, communication-related errors, and pilot workload. Response time results were longer in data link compared to voice, a finding that has been consistently revealed in a number of other simulations [1]. In addition, strategic clearances and longer messages resulted in a greater number of clarifications and errors, suggesting an increase in uncertainty of message interpretation for the flight crews when compared to tactical clearances. The implications for strategic and compound clearance usage in NextGen and SESAR are discussed

data link communication↗
NASA NTRS2013

Performance Evaluation of Individual Aircraft Based Advisory Concept for Surface Management

Surface operations at airports in the US are based on tactical operations, where departure aircraft primarily queue up and wait at the departure runways. NASA's Spot And Runway Departure Advisor (SARDA) tool was developed to address these inefficiencies through Air Traffic Control Tower advisories. The SARDA system is being updated to include collaborative gate hold, either tactically or strategically. This paper presents the results of the human-in-the-loop evaluation of the tactical gate hold version of SARDA in a 360 degree simulated tower setting. The simulations were conducted for the east side of the Dallas/Fort Worth airport. The new system provides gate hold, ground controller and local controller advisories based on a single scheduler. Simulations were conducted with SARDA on and off, the off case reflecting current day operations with no gate hold. Scenarios based on medium (1.2x current levels) and heavy (1.5x current levels) traffic were explored. Data collected from the simulation was analyzed for runway usage, delay for departures and arrivals, and fuel consumption. Further, Traffic Management Initiatives were introduced for a subset of the aircraft. Results indicated that runway usage did not change with the use of SARDA, i.e., there was no loss in runway throughput as compared to baseline. Taxiing delay was significantly reduced with the use of advisory by 45% in medium scenarios and 60% in heavy. Arrival delay was unaffected by the use of advisory. Total fuel consumption was also reduced by 23% in medium traffic and 33% in heavy. TMI compliance appeared unaffected by the advisory

departure metering↗
NASA NTRS2013

Usability Evaluation of Spot and Runway Departure Advisor (SARDA) Concept in Dallas/Fort Worth Airport Tower Simulation

Spot and Runway Departure Advisor (SARDA) is a proposed decision-support tool for air traffic control tower controllers for reducing taxi delay and optimizing the departure sequence. In the present study, the tool's usability was evaluated to ensure that its claimed performance benefits are not being realized at the cost of increasing the work burden on controllers. For the evaluation, workload ratings and questionnaire responses collected during a human-in-the-loop simulation experiment were analyzed to assess the SARDA advisories' effects on the controllers' ratings on cognitive resources (e.g., workload, spare attention) and satisfaction. The results showed that SARDA reduced the controllers' workload and increased their spare attention. It also made workload and attention levels less susceptible to the effects of increases in the traffic load. The questionnaire responses suggested that the controllers generally were satisfied with the ease of use of the tool and the objectives of the SARDA concept, but with some caution. To gain more trust from controllers, the the reasoning behind advisories may need to be made more transparent to them.

human factors↗
NASA NTRS2014

NASA's UAS Integration into the NAS: A Report on the Human Systems Integration Phase 1 Simulation Activities

In 2011 the National Aeronautics and Space Administration (NASA) began a five-year Project to address the technical barriers related to routine access of Unmanned Aerial Systems (UAS) in the National Airspace System (NAS). Planned in two phases, the goal of the first phase was to lay the foundations for the Project by identifying those barriers and key issues to be addressed to achieve integration. Phase 1 activities were completed two years into the five-year Project. The purpose of this paper is to review activities within the Human Systems Integration (HSI) subproject in Phase 1 toward its two objectives: 1) develop GCS guidelines for routine UAS access to the NAS, and 2) develop a prototype display suite within an existing Ground Control Station (GCS). The first objective directly addresses a critical barrier for UAS integration into the NAS - a lack of GCS design standards or requirements. First, the paper describes the initial development of a prototype GCS display suite and supporting simulation software capabilities. Then, three simulation experiments utilizing this simulation architecture are summarized. The first experiment sought to determine a baseline performance of UAS pilots operating in civil airspace under current instrument flight rules for manned aircraft. The second experiment examined the effect of currently employed UAS contingency procedures on Air Traffic Control (ATC) participants. The third experiment compared three GCS command and control interfaces on UAS pilot response times in compliance with ATC clearances. The authors discuss how the results of these and future simulation and flight-testing activities contribute to the development of GCS guidelines to support the safe integration of UAS into the NAS. Finally, the planned activities for Phase 2, including an integrated human-in-the-loop simulation and two flight tests are briefly described.

National Airspace System↗
NASA NTRS2012

Comparison of Procedures for Dual and Triple Closely Spaced Parallel Runways

A human-in-the-loop high fidelity flight simulation experiment was conducted, which investigated and compared breakout procedures for Very Closely Spaced Parallel Approaches (VCSPA) with two and three runways. To understand the feasibility, usability and human factors of two and three runway VCSPA, data were collected and analyzed on the dependent variables of breakout cross track error and pilot workload. Independent variables included number of runways, cause of breakout and location of breakout. Results indicated larger cross track error and higher workload using three runways as compared to 2-runway operations. Significant interaction effects involving breakout cause and breakout location were also observed. Across all conditions, cross track error values showed high levels of breakout trajectory accuracy and pilot workload remained manageable. Results suggest possible avenues of future adaptation for adopting these procedures (e.g., pilot training), while also showing potential promise of the concept.

triple approaches↗
NASA NTRS2013

Effects of Airport Tower Controller Decision Support Tool on Controllers Head-Up Time

Despite that aircraft positions and movements can be easily monitored on the radar displays at major airports nowadays, it is still important for the air traffic control tower (ATCT) controllers to look outside the window as much as possible to assure safe operations of traffic management. The present paper investigates whether an introduction of the NASA's proposed Spot and Runway Departure Advisor (SARDA), a decision support tool for the ATCT controller, would increase or decrease the controllers' head-up time. SARDA provides the controller departure-release schedule advisories, i.e., when to release each departure aircraft in order to minimize individual aircraft's fuel consumption on taxiways and simultaneously maximize the overall runway throughput. The SARDA advisories were presented on electronic flight strips (EFS). To investigate effects on the head-up time, a human-in-the-loop simulation experiment with two retired ATCT controller participants was conducted in a high-fidelity ATCT cab simulator with 360-degree computer-generated out-the-window view. Each controller participant wore a wearable video camera on a side of their head with the camera facing forward. The video data were later used to calculate their line of sight at each moment and eventually identify their head-up times. Four sessions were run with the SARDA advisories, and four sessions were run without (baseline). Traffic-load levels were varied in each session. The same set of user interface - EFS and the radar displays - were used in both the advisory and baseline sessions to make them directly comparable. The paper reports the findings and discusses their implications.

airport surface operations↗
NASA NTRS2013

Evaluation of the Terminal Area Precision Scheduling and Spacing System for Performance-Based Navigation Arrivals

The growth of global demand for air transportation has put increasing strain on the nation's air traffic management system. To relieve this strain, the International Civil Aviation Organization has urged all nations to adopt Performance-Based Navigation (PBN), which can help to reduce air traffic congestion, decrease aviation fuel consumption, and protect the environment. NASA has developed a Terminal Area Precision Scheduling and Spacing (TAPSS) system that can support increased use of PBN during periods of high traffic, while supporting fuel-efficient, continuous descent approaches. In the original development of this system, arrival aircraft are assigned fuel-efficient Area Navigation (RNAV) Standard Terminal Arrival Routes before their initial descent from cruise, with routing defined to a specific runway. The system also determines precise schedules for these aircraft that facilitate continuous descent through the assigned routes. To meet these schedules, controllers are given a set of advisory tools to precisely control aircraft. The TAPSS system has been evaluated in a series of human-in-the-loop (HITL) air traffic simulations during 2010 and 2011. Results indicated increased airport arrival throughput up to 10 over current operations, and maintained fuel-efficient aircraft decent profiles from the initial descent to landing with reduced controller workload. This paper focuses on results from a joint NASA and FAA HITL simulation conducted in 2012. Due to the FAA rollout of the advance terminal area PBN procedures at mid-sized airports first, the TAPSS system was modified to manage arrival aircraft as they entered Terminal Radar Approach Control (TRACON). Dallas-Love Field airport (DAL) was selected by the FAA as a representative mid-sized airport within a constrained TRACON airspace due to the close proximity of a major airport, in this case Dallas-Ft Worth International Airport, one of the busiest in the world. To address this constraint, RNAV routes and Required Navigation Performance with the particular capability known as Radius-to-Fix (RNP-RF) approaches to a short final were used. The purpose of this simulation was to get feedback on how current operations could benefit with the TAPSS system and also to evaluate the efficacy of the advisory tools to support the broader use of PBN in the US National Airspace System. For this NASA-FAA joint experiment, an Air Traffic Control laboratory at NASA Ames was arranged to simulate arrivals into DAL in Instrument Meteorological Conditions utilizing parallel dependent approaches, with two feeder positions that handed off traffic to one final position. Four FAA controllers participated, alternately covering these three positions. All participants were Full-Performance Level terminal controllers and members of the National Air Traffic Controllers Association. During the simulation, PBN arrival operations were compared and contrasted in three conditions. They were the Baseline, where none of the TAPSS systems TRACON controller decision support advisories were provided, the Limited Advisories, reflecting the existing but dormant capabilities of the current terminal automation equipment with providing a subset of the TAPSS systems advisories; numerical delay, landing sequence, and runway assignment information, and the Full Advisories, with providing the following in addition to the ones in the Limited condition; trajectory slot markers, timelines of estimated times of arrivals and sched

Performance based navigation↗
NASA NTRS2013

Evaluation of the Controller-Managed Spacing Tools, Flight-Deck Interval Management and Terminal Area Metering Capabilities for the ATM Technology Demonstration #1

NASA has developed a suite of advanced arrival management technologies combining time-based scheduling with controller- and flight deck-based precision spacing capabilities that allow fuel-efficient arrival operations during periods of high throughput. An operational demonstration of these integrated technologies, i.e., the ATM Technology Demonstration #1 (ATD-1), is slated for 2016. Human-in-the-loop simulations were conducted to evaluate the performance of the ATD-1 system and validate operational feasibility. The ATD-1 system was found to be robust to scenarios with saturated demand levels and high levels of system delay. High throughput, 10 above baseline demand levels, and schedule conformance less than 20 seconds at the 75th percentile were achievable. The flight-deck interval management capabilities also improved the median schedule conformance at the final approach fix from 5 to 3 seconds with less variance.

terminal metering↗
NASA NTRSDate not supplied

TPSAS-NF1676L-14273-DND

ATOL is a World-unique lab facility that supports investigations / proof-of-concept studies to explore NextGen operations, procedures, and technologies. ATOL was originally created to fill a research gap at LaRC between low fidelity desk-top simulations and the high fidelity Cockpit Motion Facility for human-in-the-loop studies. Development began more than 10 years ago to study new ATM concept feasibility and distributed ATM flight deck capabilities in the en-route domain. First formal experiment in 2001. Capability was created as research requirements/goals dictated. Development philosophy is to develop models to the level of fidelity needed for studies. Simulation has numerous models/capabilities at varying levels of fidelity.

Tod Lewis↗
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 NTRS2001

Monte-carlo maneuver analysis for the microwave anisotropy probe

The results of this trajectory replication are presented, followed by the results of monte-carlo maneuver simulations. The results are subject to two important assumptions: that linearization is valid (as the software used for the monte-carlo simulation, LAMBIC, is based on a linearization of the trajectory about the nominal) and that the planned human-in-the-loop lunar targeting may be approximated by targeting to a fixed aimpoint.

monte-carlo↗