Required Time of Arrival as a Control Mechanism to Mitigate Uncertainty in Arrival Traffic Demand Management

The objective of this study is to explore the use of Required Time of Arrival (RTA) capability on the flight deck as a control mechanism on arrival traffic management to improve traffic delivery accuracy by mitigating the effect of traffic demand uncertainty. The uncertainties are caused by various factors, such as departure error due to the difference between scheduled departure and the actual take-off time. A simulation study was conducted using the Multi Aircraft Control System (MACS) software, a comprehensive research platform developed in the Airspace Operations Laboratory (AOL) at NASA Ames Research Center. The Crossing Time (CT) performance (i.e. the difference between target crossing time and actual crossing time) of the RTA for uncertainty mitigation during cruise phase was evaluated under the influence of varying two main factors: wind severity (heavy wind vs. mild wind), and wind error (1 hour, 2 hours, and 5 hours wind forecast errors). To examine the CT performance improvement made by the RTA, the comparison to the CT of the aircraft that were not assigned with RTA (Non-RTA) under the influence of the selected factors was also made. The Newark Liberty International Airport (EWR) was chosen for this study. A total 66 inbound traffic to the EWR (34 of them were airborne when the simulation was initiated, 32 were pre-departures at that time) was simulated, where the pre-scripted departure error was assigned to each pre-departure (61 conform to their Expected Departure Clearance Time, which is +-300 seconds of their scheduled departure time). The results of the study show that the delivery accuracy improvement can be achieved by assigning RTA, regardless of the influence of the selected two factors (the wind severity and the wind information inaccuracy). Across all wind variances, 66.9 (265 out of 396) of the CT performance of the RTA assigned aircraft was within +- 60 seconds (i.e. target tolerance range) and 88.9 (352 out of 396) aircraft met +-300 seconds marginal tolerance range, while only 33.6 (133 out of 396) of the Non-RTA assigned aircrafts CT performance achieved the target tolerance range and 75.5 (299 out of 396) stayed within the marginal. Examination of the impact of different error sources i.e. departure error, wind severity, and wind error suggest that although large departure errors can significantly impact the CT performance, the impacts of wind severity and errors were modest relative the targeted +- 60 second conformance range

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

This paper presents the methodology and results of a Human-In-The-Loop (HITL) simulation study conducted in the Airspace Operations Laboratory at NASA Ames Research Center. This study is a part of NASA's ongoing research into developing an Integrated Demand Management (IDM) concept, whose aim is to improve traffic flow management (TFM) by coordinating the FAA's strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The purpose of TFM is to regulate air traffic demand so that it is delivered efficiently through constrained airspace resources without exceeding their capacity limits. The IDM concept leverages a new TFMS capability called the Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for managing traffic tactically by generating precise arrival schedules. Unlike other TFM tools, CTOP gives flight operators the option of submitting a set of user-preferred alternative trajectories for each flight. CTOP can then use these trajectory option sets (or TOSs) to find user-preferred alternative routes to reduce demand on an overloaded resource. CTOP's effectiveness in redistributing demand is limited, however, by the availability of flights with alternative routes. The research presented in this paper focuses on evaluating the impact on TFM operations by varying the percentage of flights that submit a multiple-option TOS ('TOS participation levels'). Results show the impact on overall system performance and on the rerouted flights themselves. The simulation used a Newark (EWR) airport arrival scenario, with en route weather affecting traffic inbound from the west. Participants were asked to control each of the three arrival flows (north, west, and south) to meet their individual capacity constraints while simultaneously ensuring efficient utilization of the capacity at the destination airport. A large, permeable convective weather cell located southeast of Chicago severely reduced the capacity of the west flow. The study evaluated the impact of five different TOS participation levels on CTOP's ability to re-allocate traffic from the west and improve TFM performance in terms of delay assignment and traffic delivery rate to the airport. Overall, the results showed that increasing TOS submissions allowed the overall system delays to be reduced and fairly distributed among the three arrival flows, at the same time achieving the airport throughput rate. Moreover, it was found that aircraft who submitted a TOS saw a greater reduction in delay, even when they were assigned longer routes. This was particularly true when fewer aircraft submitted a TOS. The results confirm that the CTOP operations with higher TOS participation levels helped utilize the overall National Airspace System (NAS) resources as well as benefited the users who participated

Evaluation of Integrated Demand Management Looking into Strategic & Tactical Flow Management

The motivation behind Integrated Demand Management (IDM) research is to explore possible improvements to United States National Airspace System (NAS) performance that could be realized through procedural integration of strategic traffic flow management capabilities, such as the Collaborative Trajectory Options Program (CTOP), and tactical capabilities, such as Time Based Flow Management (TBFM). An initial IDM concept for clear weather operations was developed and evaluated for potential benefits, including efficiency, delay reduction, predictability and throughput, and to identify any major issues that might represent a showstopper for a fielded application. Newark Liberty International Airport (EWR) arrival operations provided a use case for concept development. EWR uses miles-in-trail (MIT) metering to regulate demand into TBFM during high volume operations, and short-haul flights are often penalized with excessive, last-minute ground delays when the overhead stream is saturated. IDM addresses this problem by replacing MIT conditioning with CTOP to better manage the demand delivery to the TBFM entry points. A quasi-real time high-fidelity simulation that would normally involve participants was conducted using heuristic-based procedures that mimicked operators behaviors instead. Five total conditions were compared: two baseline conditions with MIT delivery to TBFM entry points using two different TBFM settings; and three IDM conditions: one with airborne speed control using an Required Time of Arrival (RTA) capability, a second without RTA, and a third with no wind forecast errors. Results suggest that the IDM concept can deliver traffic more efficiently by shifting the delays from airborne to ground for both RTA and non-RTA conditions, while maintaining a target throughput rate. The results also suggest that with good predictability of airport capacity, excessive TBFM ground delay can be minimized by applying more strategic CTOP delay, increasing predictability for the airline operators. Overall, the results indicate that the implementation of an IDM concept under clear weather conditions can improve NAS system performance. Future IDM research aims to expand the concept to address demandcapacity imbalance d severe weather

Evaluation of Multiple Flow Constrained Area Capacity Setting Methods for Collaborative Trajectory Options Program

The purpose of this study was to compare flow constrained area (FCA) capacity setting methods for Collaborative Trajectory Options Program (CTOP) as they pertain to the Integrated Demand Management (IDM) concept. IDM uses flow balancing to manage air traffic across multiple FCAs with a common downstream constraint, as well as constraints at the respective FCA locations. FCA capacity rates can be set manually, but generating capacities for multiple, interdependent FCAs could potentially over-burden a user. A new enhancement to CTOP called the FCA Balance Algorithm (FBA) was developed at NASA Ames Research Center to improve the process of allocating capacity across multiple flow constrained segments in the airspace. The FBA evaluates the predicted demand and capacity across multiple FCAs and dynamically generates capacity settings for the FCAs that best meet capacity limits for all identified constraints. In a human-in-the-loop simulation study, both manual and automated capacity setting methods were evaluated in terms of their overall feasibility using measures of system performance, human performance, and qualitative feedback. Subject matter experts were asked to use three different methods to allocate capacity to three FCAs, either (1) by manually setting capacity for every 60-minute time window, (2) by manually setting capacity for every 15-minute time window, or (3) by using the FBA capability to automatically generate capacity settings. Results showed no significant differences in terms of overall system performance, indicated by similar ground delay and airport throughput numbers between methods. However, differences in individual strategies afforded by the manual methods allowed some participants to achieve system-wide delay that was much lower than the average. The FBA was the fastest method of capacity setting, and it received the lowest subjective rating scores on physical task load, mental task load, task difficulty and task complexity out of the three methods. Finally, participants explained through qualitative feedback that there were many benefits to using the FBA, such as ease of use, accuracy, and low risk of human input error. Participants did not experience the same limitations with the FBA that they did with the manual methods, such as reduced accuracy in the 60-minute manual condition, or high complexity in the 15-minute/manual condition. These results suggest that the FBA automation enhancement to CTOP maintains system performance while improving human performance. Therefore, the FBA could be introduced as a way to mitigate operator workload while planning a CTOP

Home is where the future is: The BrightFocus Foundation consensus panel on dementia care

IntroductionA national consensus panel was convened to develop recommendations on future directions for home‐based dementia care (HBDC).MethodsThe panel summarized advantages and challenges of shifting to HBDC as the nexus of care and developed consensus‐based recommendations.ResultsThe panel developed five core recommendations: (1) HBDC should be considered the nexus of new dementia models, from diagnosis to end of life in dementia; (2) new payment models are needed to support HBDC and reward integration of care; (3) a diverse new workforce that spans the care continuum should be prepared urgently; (4) new technologies to promote communication, monitoring/safety, and symptoms management must be tested, integrated, and deployed; and (5) targeted dissemination efforts for HBDC must be employed.DiscussionHBDC represents a promising paradigm shift to improve care for those living with dementia and their family caregivers: these recommendations provide a framework to chart a course forward for HBDC.HighlightsFive core BrightFocus Foundation panel recommendations:Home‐based dementia care should be considered the nexus of new long‐term care models.New payment models are needed to stimulate, reward, and support home care practices.A skilled new workforce spanning long‐term care needs to be developed and equipped.New technologies to promote best practices must be tested, integrated, and deployed.Value propositions and improved public health communication are needed.Peer Reviewedhttps://deepblue.lib.umich.edu/bitstream/2027.42/152597/1/alzjjalz201710006.pd

Mitochondrial and nuclear genes suggest that stony corals are monophyletic but most families of stony corals are not (Order Scleractinia, Class Anthozoa, Phylum Cnidaria)

Modern hard corals (Class Hexacorallia; Order Scleractinia) are widely studied because of their fundamental role in reef building and their superb fossil record extending back to the Triassic. Nevertheless, interpretations of their evolutionary relationships have been in flux for over a decade. Recent analyses undermine the legitimacy of traditional suborders, families and genera, and suggest that a non-skeletal sister clade (Order Corallimorpharia) might be imbedded within the stony corals. However, these studies either sampled a relatively limited array of taxa or assembled trees from heterogeneous data sets. Here we provide a more comprehensive analysis of Scleractinia (127 species, 75 genera, 17 families) and various outgroups, based on two mitochondrial genes (cytochrome oxidase I, cytochrome b), with analyses of nuclear genes (ßtubulin, ribosomal DNA) of a subset of taxa to test unexpected relationships. Eleven of 16 families were found to be polyphyletic. Strikingly, over one third of all families as conventionally defined contain representatives from the highly divergent "robust" and "complex" clades. However, the recent suggestion that corallimorpharians are true corals that have lost their skeletons was not upheld. Relationships were supported not only by mitochondrial and nuclear genes, but also often by morphological characters which had been ignored or never noted previously. The concordance of molecular characters and more carefully examined morphological characters suggests a future of greater taxonomic stability, as well as the potential to trace the evolutionary history of this ecologically important group using fossils

Evaluation of Multiple Flow Constrained Area Capacity Setting Methods for Collaborative Trajectory Options Program

The purpose of this study was to compare flow constrained area (FCA) capacity setting methods for Collaborative Trajectory Options Program (CTOP) as they pertain to the Integrated Demand Management (IDM) concept. IDM uses flow balancing to manage air traffic across multiple FCAs with a common downstream constraint, as well as constraints at the respective FCA locations. FCA capacity rates can be set manually, but generating capacities for multiple, interdependent FCAs could potentially over-burden a user. A new enhancement to CTOP called the FCA Balance Algorithm (FBA) was developed at NASA Ames Research Center to improve the process of allocating capacity across multiple flow constrained segments in the airspace. The FBA evaluates the predicted demand and capacity across multiple FCAs and dynamically generates capacity settings for the FCAs that best meet capacity limits for all identified constraints. In a human-in-the-loop simulation study, both manual and automated capacity setting methods were evaluated in terms of their overall feasibility using measures of system performance, human performance, and qualitative feedback. Subject matter experts were asked to use three different methods to allocate capacity to three FCAs, either (1) by manually setting capacity for every 60-minute time window, (2) by manually setting capacity for every 15-minute time window, or (3) by using the FBA capability to automatically generate capacity settings. Results showed no significant differences in terms of overall system performance, indicated by similar ground delay and airport throughput numbers between methods. However, differences in individual strategies afforded by the manual methods allowed some participants to achieve system-wide delay that was much lower than the average. The FBA was the fastest method of capacity setting, and it received the lowest subjective rating scores on physical task load, mental task load, task difficulty and task complexity out of the three methods. Finally, participants explained through qualitative feedback that there were many benefits to using the FBA, such as ease of use, accuracy, and low risk of human input error. Participants did not experience the same limitations with the FBA that they did with the manual methods, such as reduced accuracy in the 60-minute manual condition, or high complexity in the 15-minute/manual condition. These results suggest that the FBA automation enhancement to CTOP maintains system performance while improving human performance. Therefore, the FBA could be introduced as a way to mitigate operator workload while planning a CTOP

Persistent infection of rhesus monkeys with ‘Helicobacter macacae’ and its isolation from an animal with intestinal adenocarcinoma

A novel helicobacter, ‘Helicobacter macacae’, was previously isolated from a colony of rhesus and cynomolgus monkeys in which diarrhoea from chronic idiopathic colitis was enzootic. A survey performed in a second colony of rhesus monkeys without a history of chronic diarrhoea determined that 57 % were faecal-culture positive for Helicobacter species. Ten years after the survey, one of the animals from which ‘H. macacae’ had been isolated, a 23-year-old, intact male rhesus monkey (Macaca mulatta), presented with partial inappetence and progressive weight loss. Subsequent evaluation of the monkey revealed anaemia, hypoproteinaemia, hypoalbuminaemia and a palpable abdominal mass. Contrast radiography suggested partial intestinal obstruction. The animal was euthanized and a diagnosis was made of intestinal adenocarcinoma of the ileocaecocolic junction with metastasis to regional lymph nodes and liver. Microaerobic culture of caecal tissue yielded a helicobacter organism identified as ‘H. macacae’ by 16S rRNA gene sequencing – the same species of bacteria isolated 10 years previously. The liver, small intestine and colon were also positive by PCR for Helicobacter species. Intestinal adenocarcinoma is the most common malignancy of aged macaques. Faeces or caecal tissue from five out of five monkeys that remained from the original cohort and that were colonized with ‘H. macacae’ in the initial survey were positive for the organism. The apparent persistence of ‘H. macacae’ in these animals, the isolation of the bacterium from animals with colitis and the recognition of the importance of inflammation in carcinogenesis raise the possibility of an aetiological role in the genesis of intestinal adenocarcinoma in aged rhesus monkeys