Requirements for digitized aircraft spotting (Ouija) board for use on U.S. Navy aircraft carriers

This thesis will evaluate system and process elements to initiate requirements modeling necessary for the next generation Digitized Aircraft Spotting (Ouija) Board for use on U.S. Navy aircraft carriers to track and plan aircraft movement. The research will examine and evaluate the feasibility and suitability of transforming the existing two-dimensional static board to an electronic, dynamic display that will enhance situational awareness by using sensors and system information from various sources to display a comprehensive operational picture of the current flight and hangar decks aboard aircraft carriers. The authors will evaluate the current processes and make recommendations on elements the new system would display. These elements include what information is displayed, which external systems feed information to the display, and how intelligent agents could be used to transform the static display to a powerful decision support tool. Optimally, the Aircraft Handler will use this system to effectively manage the Flight and Hangar decks to support the projection of air power from U.S. aircraft carriers.http://archive.org/details/requirementsford109454447Lieutenant Commander, United States NavyLieutenant Commander, United States Navy ReserveApproved for public release; distribution is unlimited

A Feasibility Study of a Persistent Monitoring System for the Flight Deck of U.S. Navy Aircraft Carriers

This research analyzes the use of modern Real Time Locating Systems (RTLS), such as the Global Positioning System (GPS), to improve the safety of aircraft, equipment, and personnel onboard a United States Navy (USN) aircraft carrier. The results of a detailed analysis of USN safety records since 1980 show that mishaps which could potentially be prevented by a persistent monitoring system result in the death of a sailor nearly every other year and account for at least $92,486,469, or 5.55% of the total cost of all flight deck and hangar bay related mishaps. A system to continually monitor flight deck operations is proposed with four successive levels of increasing capability. A study of past and present work in the area of aircraft carrier flight deck operations is performed. This research conducted a study of the movements of USN personnel and an FA-18C aircraft being towed at NAS Oceana, VA. Using two precision GPS recorders mounted on the aircraft wingtips, the position and orientation of the aircraft, in two-dimensions, are calculated and the errors in this solution are explored. The distance between personnel and the aircraft is calculated in the nearest neighbor sense. Pseudospectral motion planning techniques are presented to provide route prediction for aircraft, support equipment, and personnel. Concepts for system components, such as aircraft and personnel receivers, are described. Methods to recognize and communicate the presence of hazardous situations are discussed. The end result of this research is the identification of performance requirements, limitations, and definition of areas of further research for the development of a flight deck persistent monitoring system with the capability to warn of hazardous situations, ease the incorporation of UAVs, and reduce the risk of death or injury faced by sailors on the flight deck

High-speed civil transport flight- and propulsion-control technological issues

Technology advances required in the flight and propulsion control system disciplines to develop a high speed civil transport (HSCT) are identified. The mission and requirements of the transport and major flight and propulsion control technology issues are discussed. Each issue is ranked and, for each issue, a plan for technology readiness is given. Certain features are unique and dominate control system design. These features include the high temperature environment, large flexible aircraft, control-configured empennage, minimizing control margins, and high availability and excellent maintainability. The failure to resolve most high-priority issues can prevent the transport from achieving its goals. The flow-time for hardware may require stimulus, since market forces may be insufficient to ensure timely production. Flight and propulsion control technology will contribute to takeoff gross weight reduction. Similar technology advances are necessary also to ensure flight safety for the transport. The certification basis of the HSCT must be negotiated between airplane manufacturers and government regulators. Efficient, quality design of the transport will require an integrated set of design tools that support the entire engineering design team

Microgravity Combustion Diagnostics Workshop

Through the Microgravity Science and Applications Division (MSAD) of the Office of Space Science and Applications (OSSA) at NASA Headquarters, a program entitled, Advanced Technology Development (ATD) was promulgated with the objective of providing advanced technologies that will enable the development of future microgravity science and applications experimental flight hardware. Among the ATD projects one, Microgravity Combustion Diagnostics (MCD), has the objective of developing advanced diagnostic techniques and technologies to provide nonperturbing measurements of combustion characteristics and parameters that will enhance the scientific integrity and quality of microgravity combustion experiments. As part of the approach to this project, a workshop was held on July 28 and 29, 1987, at the NASA Lewis Research Center. A small group of laser combustion diagnosticians met with a group of microgravity combustion experimenters to discuss the science requirements, the state-of-the-art of laser diagnostic technology, and plan the direction for near-, intermediate-, and long-term programs. This publication describes the proceedings of that workshop

Current Safety Nets Within the U.S. National Airspace System

There are over 70,000 flights managed per day in the National Airspace System, with approximately 7,000 aircraft in the air over the United States at any given time. Operators of each of these flights would prefer to fly a user-defined 4D trajectory (4DT), which includes arrival and departure times; preferred gates and runways at the airport; efficient, wind-optimal routes for departure, cruise and arrival phase of flight; and fuel efficient altitude profiles. To demonstrate the magnitude of this achievement a single flight from Los Angeles to Baltimore, accesses over 35 shared or constrained resources that are managed by roughly 30 air traffic controllers (at towers, approach control and en route sectors); along with traffic managers at 12 facilities, using over 22 different, independent automation system (including TBFM, ERAM, STARS, ASDE-X, FSM, TSD, GPWS, TCAS, etc.). In addition, dispatchers, ramp controllers and others utilize even more systems to manage each flights access to operator-managed resources. Flying an ideal 4DT requires successful coordination of all flight constraints among all flights, facilities, operators, pilots and controllers. Additionally, when conditions in the NAS change, the trajectories of one or more aircraft may need to be revised to avoid loss of flight efficiency, predictability, separation or system throughput. The Aviation Safety Network has released the 2016 airliner accident statistics showing a very low total of 19 fatal airliner accidents, resulting in 325 fatalities1. Despite several high profile accidents, the year 2016 turned out to be a very safe year for commercial aviation, Aviation Safety Network data show. Over the year 2016 the Aviation Safety Network recorded a total of 19 fatal airliner accidents [1], resulting in 325 fatalities. This makes 2016 the second safest year ever, both by number of fatal accidents as well as in terms of fatalities. In 2015 ASN recorded 16 accidents while in 2013 a total of 265 lives were lost. How can we keep it that way and not upset the apple cart by premature insertion of innovative technologies, functions, and procedures? In aviation, safety nets function as the last system defense against incidents and accidents. Current ground-based and airborne safety nets are well established and development to make them more efficient and reliable continues. Additionally, future air traffic control safety nets may emerge from new operational concepts

Aviation Safety/Automation Program Conference

The Aviation Safety/Automation Program Conference - 1989 was sponsored by the NASA Langley Research Center on 11 to 12 October 1989. The conference, held at the Sheraton Beach Inn and Conference Center, Virginia Beach, Virginia, was chaired by Samuel A. Morello. The primary objective of the conference was to ensure effective communication and technology transfer by providing a forum for technical interchange of current operational problems and program results to date. The Aviation Safety/Automation Program has as its primary goal to improve the safety of the national airspace system through the development and integration of human-centered automation technologies for aircraft crews and air traffic controllers

Space transportation system and associated payloads: Glossary, acronyms, and abbreviations

A collection of some of the acronyms and abbreviations now in everyday use in the shuttle world is presented. It is a combination of lists that were prepared at Marshall Space Flight Center and Kennedy and Johnson Space Centers, places where intensive shuttle activities are being carried out. This list is intended as a guide or reference and should not be considered to have the status and sanction of a dictionary

Intelligent Vision-based Autonomous Ship Landing of VTOL UAVs

The paper discusses an intelligent vision-based control solution for autonomous tracking and landing of Vertical Take-Off and Landing (VTOL) capable Unmanned Aerial Vehicles (UAVs) on ships without utilizing GPS signal. The central idea involves automating the Navy helicopter ship landing procedure where the pilot utilizes the ship as the visual reference for long-range tracking; however, refers to a standardized visual cue installed on most Navy ships called the "horizon bar" for the final approach and landing phases. This idea is implemented using a uniquely designed nonlinear controller integrated with machine vision. The vision system utilizes machine learning-based object detection for long-range ship tracking and classical computer vision for the estimation of aircraft relative position and orientation utilizing the horizon bar during the final approach and landing phases. The nonlinear controller operates based on the information estimated by the vision system and has demonstrated robust tracking performance even in the presence of uncertainties. The developed autonomous ship landing system was implemented on a quad-rotor UAV equipped with an onboard camera, and approach and landing were successfully demonstrated on a moving deck, which imitates realistic ship deck motions. Extensive simulations and flight tests were conducted to demonstrate vertical landing safety, tracking capability, and landing accuracy

Airport surface operations requirements analysis

This report documents the results of the Airport Surface Operations Requirements Analysis (ASORA) study. This study was conducted in response to task 24 of NASA Contract NAS1-18027. This study is part of NASA LaRC's Low Visibility Surface Operations program, which is designed to eliminate the constraints on all-weather arrival/departure operations due to the airport/aircraft ground system. The goal of this program is to provide the capability for safe and efficient aircraft operations on the airport surface during low visibility conditions down to zero. The ASORA study objectives were to (1) develop requirements for operation on the airport surface in visibilities down to zero; (2) survey and evaluate likely technologies; (3) develop candidate concepts to meet the requirements; and (4) select the most suitable concept based on cost/benefit factors

Space Transportation System and associated payloads: Glossary, acronyms, and abbreviations

A collection of acronyms in everyday use concerning shuttle activities is presented. A glossary of terms pertaining to the Space Transportation System is included