Evaluation of Technology Concepts for Traffic Data Management and Relevant Audio for Datalink in Commercial Airline Flight Decks

Datalink is currently operational for departure clearances and in oceanic environments and is currently being tested in high altitude domestic enroute airspace. Interaction with even simple datalink clearances may create more workload for flight crews than the voice system they replace if not carefully designed. Datalink may also introduce additional complexity for flight crews with hundreds of uplink messages now defined for use. Finally, flight crews may lose airspace awareness and operationally relevant information that they normally pickup from Air Traffic Control (ATC) voice communications with other aircraft (i.e., party-line transmissions). Once again, automation may be poised to increase workload on the flight deck for incremental benefit. Datalink implementation to support future air traffic management concepts needs to be carefully considered, understanding human communication norms and especially, the change from voice- to text-based communications modality and its effect on pilot workload and situation awareness. Increasingly autonomous systems, where autonomy is designed to support human-autonomy teaming, may be suited to solve these issues. NASA is conducting research and development of increasingly autonomous systems, utilizing machine-learning algorithms seamlessly integrated with humans whereby task performance of the combined system is significantly greater than the individual components. Increasingly autonomous systems offer the potential for significantly improved levels of performance and safety that are superior to either human or automation alone. Two increasingly autonomous systems concepts - a traffic data manager and a conversational co-pilot - were developed to intelligently address the datalink issues in a complex, future state environment with significant levels of traffic. The system was tested for suitability of datalink usage for terminal airspace. The traffic data manager allowed for automated declutter of the Automatic Dependent Surveillance-Broadcast (ADS-B) display. The system determined relevant traffic for display based on machine learning algorithms trained by experienced human pilot behaviors. The conversational co-pilot provided relevant audio air traffic control messages based on context and proximity to ownship. Both systems made use of the connected aircraft concepts to provide intelligent context to determine relevancy above and beyond proximity to ownship. A human-in-the-loop test was conducted in NASA Langley Research Centers Integration Flight Deck B-737-800 simulator to evaluate the traffic data manager and the conversational co-pilot. Twelve airline crews flew various normal and non-normal procedures and their actions and performance were recorded in response to the procedural events. This paper details the flight crew performance and evaluation during the events

Increasing Pilots Understanding of Future Automation State an Evaluation of an Automation State and Trajectory Prediction System

A pilot in the loop flight simulation study was conducted at NASA Langley Research Center to evaluate a trajectory prediction system. The trajectory prediction system computes a five-minute prediction of the lateral and vertical path of the aircraft given the current and intent state of the automation. The prediction is shown as a graphical representation so the pilots can form an accurate mental model of the future state. Otherwise, many automation changes and triggers are hidden from the flight crew or need to be consolidated to understand if a change will occur and the exact timing of the change. Varying dynamic conditions like deceleration can obscure the future trajectory and the ability to meet constraints, especially in the vertical dimension. Current flight deck indications of flight path assume constant conditions and do not adequately support the flight crew to make correct judgments regarding constraints. The study was conducted using ten commercial airline crews from multiple airlines, paired by airline to minimize procedural effects. Scenarios spanned a range of conditions that provided evaluation in a realistic environment with complex traffic and weather conditions. In particular, scenarios probed automation state and loss of state awareness. The technology was evaluated and contrasted with current state-of-the-art flight deck capabilities modeled from the Boeing 787. Objective and subjective data were collected from aircraft parameters, questionnaires, audio/video recordings, head/eye tracking data, and observations. This paper details findings about the trajectory prediction system including recommendations about further study

An Improved Treatment of Optics in the Lindquist-Wheeler Models

We consider the optical properties of Lindquist-Wheeler (LW) models of the Universe. These models consist of lattices constructed from regularly arranged discrete masses. They are akin to the Wigner-Seitz construction of solid state physics, and result in a dynamical description of the large-scale Universe in which the global expansion is given by a Friedmann-like equation. We show that if these models are constructed in a particular way then the redshifts of distant objects, as well as the dynamics of the global space-time, can be made to be in good agreement with the homogeneous and isotropic Friedmann-Lemaitre-Robertson-Walker (FLRW) solutions of Einstein's equations, at the level of <3% out to z~2. Angular diameter and luminosity distances, on the other hand, differ from those found in the corresponding FLRW models, while being consistent with the 'empty beam' approximation, together with the shearing effects due to the nearest masses. This can be compared with the large deviations found from the corresponding FLRW values obtained in a previous study that considered LW models constructed in a different way. We therefore advocate the improved LW models we consider here as useful constructions that appear to faithfully reproduce both the dynamical and observational properties of space-times containing discrete masses.Comment: 7 pages, 5 figure

Assessing Impact of Dual Sensor Enhanced Flight Vision Systems on Departure Performance

Synthetic Vision (SV) and Enhanced Flight Vision Systems (EFVS) may serve as game-changing technologies to meet the challenges of the Next Generation Air Transportation System and the envisioned Equivalent Visual Operations (EVO) concept - that is, the ability to achieve the safety and operational tempos of current-day Visual Flight Rules operations irrespective of the weather and visibility conditions. One significant obstacle lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A motion-base simulator experiment was conducted to evaluate the operational feasibility and pilot workload of conducting departures and approaches on runways without centerline lighting in visibility as low as 300 feet runway visual range (RVR) by use of onboard vision system technologies on a Head-Up Display (HUD) without need or reliance on natural vision. Twelve crews evaluated two methods of combining dual sensor (millimeter wave radar and forward looking infrared) EFVS imagery on pilot-flying and pilot-monitoring HUDs. In addition, the impact of adding SV to the dual sensor EFVS imagery on crew flight performance and workload was assessed. Using EFVS concepts during 300 RVR terminal operations on runways without centerline lighting appears feasible as all EFVS concepts had equivalent (or better) departure performance and landing rollout performance, without any workload penalty, than those flown with a conventional HUD to runways having centerline lighting. Adding SV imagery to EFVS concepts provided situation awareness improvements but no discernible improvements in flight path maintenance

Information Management to Mitigate Loss of Control Airline Accidents

Loss of control inflight continues to be the leading contributor to airline accidents worldwide and unreliable airspeed has been a contributing factor in many of these accidents. Airlines and the FAA developed training programs for pilot recognition of these airspeed events and many checklists have been designed to help pilots troubleshoot. In addition, new aircraft designs incorporate features to detect and respond in such situations. NASA has been using unreliable airspeed events while conducting research recommended by the Commercial Aviation Safety Team. Even after significant industry focus on unreliable airspeed, research and other evidence shows that highly skilled and trained pilots can still be confused by the condition and there is a lack of understanding of what the associated checklist(s) attempts to uncover. Common mode failures of analog sensors designed for measuring airspeed continue to confound both humans and automation when determining which indicators are correct. This paper describes failures that have occurred in the past and where/how pilots may still struggle in determining reliable airspeed when confronted with conflicting information. Two latest generation aircraft architectures will be discussed and contrasted. This information will be used to describe why more sensors used in classic control theory will not solve the problem. Technology concepts are suggested for utilizing existing synoptic pages and a new synoptic page called System Interactive Synoptic (SIS). SIS details the flow of flight critical data through the avionics system and how it is used by the automation. This new synoptic page as well as existing synoptics can be designed to be used in concert with a simplified electronic checklist (sECL) to significantly reduce the time to configure the flight deck avionics in the event of a system or sensor failure

Quantifying Pilot Contribution to Flight Safety during Hydraulic Systems Failure

Accident statistics cite the flight crew as a causal factor in over 60% of large transport aircraft fatal accidents. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. The latter statement, while generally accepted, cannot be verified because little or no quantitative data exists on how and how many accidents/incidents are averted by crew actions. A joint NASA/FAA high-fidelity motion-base human-in-the-loop test was conducted using a Level D certified Boeing 737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to aircraft system failures. To quantify the human's contribution, crew complement (two-crew, reduced crew, single pilot) was used as the independent variable in a between-subjects design. This paper details the crew's actions, including decision-making, and responses while dealing with a hydraulic systems leak - one of 6 total non-normal events that were simulated in this experiment

Impact of Advanced Synoptics and Simplified Checklists During Aircraft Systems Failures

AbstractNatural human capacities are becoming increasingly mismatched to the enormous data volumes, processing capabilities, and decision speeds demanded in todays aviation environment. Increasingly Autonomous Systems (IAS) are uniquely suited to solve this problem. NASA is conducting research and development of IAS - hardware and software systems, utilizing machine learning algorithms, seamlessly integrated with humans whereby task performance of the combined system is significantly greater than the individual components. IAS offer the potential for significantly improved levels of performance and safety that are superior to either human or automation alone. A human-in-the-loop test was conducted in NASA Langleys Integration Flight Deck B-737-800 simulator to evaluate advanced synoptic pages with simplified interactive electronic checklists as an IAS for routine air carrier flight operations and in response to aircraft system failures. Twelve U.S. airline crews flew various normal and non-normal procedures and their actions and performance were recorded in response to failures. These data are fundamental to and critical for the design and development of future increasingly autonomous systems that can better support the human in the cockpit. Synoptic pages and electronic checklists significantly improved pilot responses to non-normal scenarios, but implementation of these aids and other intelligent assistants have barriers to implementation (e.g., certification cost) that must overcome

Local and non-local measures of acceleration in cosmology

Current cosmological observations, when interpreted within the framework of a homogeneous and isotropic Friedmann-Lemaitre-Robertson-Walker (FLRW) model, strongly suggest that the Universe is entering a period of accelerating expansion. This is often taken to mean that the expansion of space itself is accelerating. In a general spacetime, however, this is not necessarily true. We attempt to clarify this point by considering a handful of local and non-local measures of acceleration in a variety of inhomogeneous cosmological models. Each of the chosen measures corresponds to a theoretical or observational procedure that has previously been used to study acceleration in cosmology, and all measures reduce to the same quantity in the limit of exact spatial homogeneity and isotropy. In statistically homogeneous and isotropic spacetimes, we find that the acceleration inferred from observations of the distance-redshift relation is closely related to the acceleration of the spatially averaged universe, but does not necessarily bear any resemblance to the average of the local acceleration of spacetime itself. For inhomogeneous spacetimes that do not display statistical homogeneity and isotropy, however, we find little correlation between acceleration inferred from observations and the acceleration of the averaged spacetime. This shows that observations made in an inhomogeneous universe can imply acceleration without the existence of dark energy.Comment: 19 pages, 10 figures. Several references added or amended, some minor clarifications made in the tex

Evaluation of Technology Concepts for Energy, Automation, and System State Awareness in Commercial Airline Flight Decks

A pilot-in-the-loop flight simulation study was conducted at NASA Langley Research Center to evaluate flight deck systems that (1) provide guidance for recovery from low energy states and stalls, (2) present the current state and expected future state of automated systems, and/or (3) show the state of flight-critical data systems in use by automated systems and primary flight instruments. The study was conducted using 13 commercial airline crews from multiple airlines, paired by airline to minimize procedural effects. Scenarios spanned a range of complex conditions and several emulated causal and contributing factors found in recent accidents involving loss of state awareness by pilots (e.g., energy state, automation state, and/or system state). Three new technology concepts were evaluated while used in concert with current state-of-the-art flight deck systems and indicators. The technologies include a stall recovery guidance algorithm and display concept, an enhanced airspeed control indicator that shows when automation is no longer actively controlling airspeed, and enhanced synoptic pages designed to work with simplified interactive electronic checklists. An additional synoptic was developed to provide the flight crew with information about the effects of loss of flight critical data. Data was collected via questionnaires administered at the completion of flight scenarios, audio/video recordings, flight data, head and eye tracking data, pilot control inputs, and researcher observations. This paper presents findings derived from the questionnaire responses and subjective data measures including workload, situation awareness, usability, and acceptability as well as analyses of two low-energy flight events that resulted in near-stall conditions

Usability Evaluation of Indicators of Energy-Related Problems in Commercial Airline Flight Decks

A series of pilot-in-the-loop flight simulation studies were conducted at NASA Langley Research Center to evaluate indicators aimed at supporting the flight crews awareness of problems related to energy states. Indicators were evaluated utilizing state-of-the-art flight deck systems such as on commercial air transport aircraft. This paper presents results for four technologies: (1) conventional primary flight display speed cues, (2) an enhanced airspeed control indicator, (3) a synthetic vision baseline that provides a flight path vector, speed error, and an acceleration cue, and (4) an aural airspeed alert that triggers when current airspeed deviates beyond a specified threshold from the selected airspeed. Full-mission high-fidelity flight simulation studies were conducted using commercial airline crews. Crews were paired by airline for common crew resource management procedures and protocols. Scenarios spanned a range of complex conditions while emulating several causal factors reported in recent accidents involving loss of energy state awareness by pilots. Data collection included questionnaires administered at the completion of flight scenarios, aircraft state data, audio/video recordings of flight crew, eye tracking, pilot control inputs, and researcher observations. Questionnaire response data included subjective measures of workload, situation awareness, complexity, usability, and acceptability. This paper reports relevant findings derived from subjective measures as well as quantitative measures