An Exploratory Study of Runway Arrival Procedures: Time Based Arrival and Self-Spacing

The ability of a flight crew to deliver their aircraft to its arrival runway on time is important to the overall efficiency of the National Airspace System (NAS). Over the past several years, the NAS has been stressed almost to its limits resulting in problems such as airport congestion, flight delay, and flight cancellation to reach levels that have never been seen before in the NAS. It is predicted that this situation will worsen by the year 2025, due to an anticipated increase in air traffic operations to one-and-a-half to three times its current level. Improved arrival efficiency, in terms of both capacity and environmental impact, is an important part of improving NAS operations. One way to improve the arrival performance of an aircraft is to enable the flight crew to precisely deliver their aircraft to a specified point at either a specified time or specified interval relative to another aircraft. This gives the flight crew more control to make the necessary adjustments to their aircraft s performance with less tactical control from the controller; it may also decrease the controller s workload. Two approaches to precise time navigation have been proposed: Time-Based Arrivals (e.g., required times of arrival) and Self-Spacing. Time-Based Arrivals make use of an aircraft s Flight Management System (FMS) to deliver the aircraft to the runway threshold at a given time. Self-Spacing enables the flight crew to achieve an ATC assigned spacing goals at the runway threshold relative to another aircraft. The Joint Planning and Development Office (JPDO), a multi-agency initiative established to plan and coordinate the development of the Next Generation Air Transportation System (NextGen), has asked for data for both of these concepts to facilitate future research and development. This paper provides a first look at the delivery performance of these two concepts under various initial and environmental conditions in an air traffic simulation environment

Autonomous System Technologies for Resilient Airspace Operations

Increasing autonomous systems within the aircraft cockpit begins with an effort to understand what autonomy is and developing the technology that encompasses it. Autonomy allows an agent, human or machine, to act independently within a circumscribed set of goals; delegating responsibility to the agent(s) to achieve overall system objective(s). Increasingly Autonomous Systems (IAS) are the highly sophisticated progression of current automated systems toward full autonomy. Working in concert with humans, these types of technologies are expected to improve the safety, reliability, costs, and operational efficiency of aviation. IAS implementation is imminent, which makes the development and the proper performance of such technologies, with respect to cockpit operation efficiency, the management of air traffic and data communication information, vital. A prototype IAS agent that attempts to optimize the identification and distribution of "relevant" air traffic data to be utilized by human crews during complex airspace operations has been developed

Performance of Airborne Precision Spacing Under Realistic Wind Conditions and Limited Surveillance Range

With the expected worldwide increase of air traffic during the coming decade, both the Federal Aviation Administration's (FAA's) Next Generation Air Transportation System (NextGen), as well as Eurocontrol's Single European Sky ATM Research (SESAR) program have, as part of their plans, air traffic management (ATM) solutions that can increase performance without requiring time-consuming and expensive infrastructure changes. One such solution involves the ability of both controllers and flight crews to deliver aircraft to the runway with greater accuracy than they can today. Previous research has shown that time-based spacing techniques, wherein the controller assigns a time spacing to each pair of arriving aircraft, can achieve this goal by providing greater runway delivery accuracy and producing a concomitant increase in system-wide performance. The research described herein focuses on one specific application of time-based spacing, called Airborne Precision Spacing (APS), which has evolved over the past ten years. This research furthers APS understanding by studying its performance with realistic wind conditions obtained from atmospheric sounding data and with realistic wind forecasts obtained from the Rapid Update Cycle (RUC) short-range weather forecast. In addition, this study investigates APS performance with limited surveillance range, as provided by the Automatic Dependent Surveillance-Broadcast (ADS-B) system, and with an algorithm designed to improve APS performance when ADS-B surveillance data is unavailable. The results presented herein quantify the runway threshold delivery accuracy of APS under these conditions, and also quantify resulting workload metrics such as the number of speed changes required to maintain spacing

Advancing Aircraft Operations in a Net-Centric Environment with the Incorporation of Increasingly Autonomous Systems and Human Teaming

NextGen has begun the modernization of the nations air transportation system, with goals to improve system safety, increase operation efficiency and capacity, provide enhanced predictability, resilience and robustness. With these improvements, NextGen is poised to handle significant increases in air traffic operations, more than twice the number recorded in 2016, by 2025.1 NextGen is evolving toward collaborative decision-making across many agents, including automation, by use of a Net-Centric architecture, which in itself creates a very complex environment in which the navigation and operation of aircraft are to take place. An intricate environment such as this, coupled with the expected upsurge of air traffic operations generates concern respecting the ability of the human-agent to both fly and manage aircraft within. Therefore, it is both necessary and practical to begin the process of increasingly autonomous systems within the cockpit that will act independently to assist the human-agent achieve the overall goal of NextGen. However, the straightforward technological development and implementation of intelligent machines into the cockpit is only part of what is necessary to maintain, at minimum, or improve human-agent functionality, as desired, while operating in NextGen. The full integration of Increasingly Autonomous Systems (IAS) within the cockpit can only be accomplished when the IAS works in concert with the human, formulating trust between the two, thereby establishing a team atmosphere. Imperative to cockpit implementation is ensuring the proper performance of the IAS by the development team and the human-agent with which it will be paired when given a specific piloting, navigation, or observational task. Described in this paper are the steps taken, at NASA Langley Research Center, during the second and third phases of the development of an IAS, the Traffic Data Manager (TDM), its verification and validation by human-agents, and the foundational development of Human Autonomy Teaming (HAT) between the two

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

A Review of Head-Worn Display Research at NASA Langley Research Center

NASA Langley has conducted research in the area of helmet-mounted/head-worn displays over the past 30 years. Initially, NASA Langley's research focused on military applications, but recently it has conducted a line of research in the area of head-worn displays for commercial and business aircraft. This work has revolved around numerous simulation experiments as well as flight tests to develop technology and data for industry and regulatory guidance. The paper summarizes the results of NASA's helmet-mounted/head-worn display research. Of note, the work tracks progress in wearable collimated optics, head tracking, latency reduction, and weight. The research lends credence that a small, sunglasses-type form factor of the head-worn display would be acceptable to commercial pilots, and this goal is now becoming technologically feasible. The research further suggests that a head-worn display may serve as an "equivalent" Head-Up Display (HUD) with safety, operational, and cost benefits. "HUD equivalence" appears to be the economic avenue by which head-worn displays can become main-stream on the commercial and business aircraft flight deck. If this happens, NASA's research suggests that additional operational benefits using the unique capabilities of the head-worn display can open up new operational paradigms

Consistent phenological shifts in the making of a biodiversity hotspot: the Cape flora

Background The best documented survival responses of organisms to past climate change on short (glacial-interglacial) timescales are distributional shifts. Despite ample evidence on such timescales for local adaptations of populations at specific sites, the long-term impacts of such changes on evolutionary significant units in response to past climatic change have been little documented. Here we use phylogenies to reconstruct changes in distribution and flowering ecology of the Cape flora - South Africa's biodiversity hotspot - through a period of past (Neogene and Quaternary) changes in the seasonality of rainfall over a timescale of several million years. Results Forty-three distributional and phenological shifts consistent with past climatic change occur across the flora, and a comparable number of clades underwent adaptive changes in their flowering phenology (9 clades; half of the clades investigated) as underwent distributional shifts (12 clades; two thirds of the clades investigated). Of extant Cape angiosperm species, 14-41% have been contributed by lineages that show distributional shifts consistent with past climate change, yet a similar proportion (14-55%) arose from lineages that shifted flowering phenology. Conclusions Adaptive changes in ecology at the scale we uncover in the Cape and consistent with past climatic change have not been documented for other floras. Shifts in climate tolerance appear to have been more important in this flora than is currently appreciated, and lineages that underwent such shifts went on to contribute a high proportion of the flora's extant species diversity. That shifts in phenology, on an evolutionary timescale and on such a scale, have not yet been detected for other floras is likely a result of the method used; shifts in flowering phenology cannot be detected in the fossil record

Reference Array and Design Consideration for the next-generation Event Horizon Telescope

We describe the process to design, architect, and implement a transformative enhancement of the Event Horizon Telescope (ngEHT). This program - the next-generation Event Horizon Telescope (ngEHT) - will form a networked global array of radio dishes capable of making high-fidelity real-time movies of supermassive black holes (SMBH) and their emanating jets. This builds upon the EHT principally by deploying additional modest-diameter dishes to optimized geographic locations to enhance the current global mm/submm wavelength Very Long Baseline Interferometric (VLBI) array, which has, to date, utilized mostly pre-existing radio telescopes. The ngEHT program further focuses on observing at three frequencies simultaneously for increased sensitivity and Fourier spatial frequency coverage. Here, the concept, science goals, design considerations, station siting and instrument prototyping are discussed, and a preliminary reference array to be implemented in phases is described.Comment: Submitted to the journal Galaxie

Body mass index, muscle strength and physical performance in older adults from eight cohort studies: the HALCyon programme.

Objective To investigate the associations of body mass index (BMI) and grip strength with objective measures of physical performance (chair rise time, walking speed and balance) including an assessment of sex differences and non-linearity. Methods Cross-sectional data from eight UK cohort studies (total N = 16 444) participating in the Healthy Ageing across the Life Course (HALCyon) research programme, ranging in age from 50 to 90+ years at the time of physical capability assessment, were used. Regression models were fitted within each study and meta-analysis methods used to pool regression coefficients across studies and to assess the extent of heterogeneity between studies. Results Higher BMI was associated with poorer performance on chair rise (N = 10 773), walking speed (N = 9 761) and standing balance (N = 13 921) tests. Higher BMI was associated with stronger grip strength in men only. Stronger grip strength was associated with better performance on all tests with a tendency for the associations to be stronger in women than men; for example, walking speed was higher by 0.43 cm/s (0.14, 0.71) more per kg in women than men. Both BMI and grip strength remained independently related with performance after mutual adjustment, but there was no evidence of effect modification. Both BMI and grip strength exhibited non-linear relations with performance; those in the lowest fifth of grip strength and highest fifth of BMI having particularly poor performance. Findings were similar when waist circumference was examined in place of BMI. Conclusion Older men and women with weak muscle strength and high BMI have considerably poorer performance than others and associations were observed even in the youngest cohort (age 53). Although causality cannot be inferred from observational cross-sectional studies, our findings suggest the likely benefit of early assessment and interventions to reduce fat mass and improve muscle strength in the prevention of future functional limitations