Cooperative Automation Supporting Pilot-Dispatch Negotiation of Enroute Trajectory Change Requests

The advent of advanced technologies in communication, navigation, and surveillance is enabling more integration between the aircraft and the ground systems in managing air traffic operations. As a result, automation has evolved to provide the flight crew, air traffic controllers, and traffic flow managers with capabilities for collaborating on information access, analysis, and decision making. In this paper, we investigate different cooperative schemes between these agents, supported by automation, in managing dynamic trajectory changes while the flight is en route to improve flight and system performance. The analysis was conducted using an abstract cognitive tasking framework to identify trajectory change tasks independently from the agent performing them. Cooperation schemes were then derived by assessing different levels of cooperation on each task between the air and ground agents and their automation. The assessment was based on which automation-supported agent is more capable of performing the task and the expected benefit mechanisms that result from cooperating. The cooperation schemes were compared based on a qualitative, but objective, assessment of the benefits expected from cooperation

Risk of myocardial infarction and ischemic stroke in individuals with first-diagnosed paroxysmal vs. non-paroxysmal atrial fibrillation under anticoagulation

AimsThere is conflicting evidence on whether the type of atrial fibrillation (AF) is associated with risk of cardiovascular events, including acute myocardial infarction (MI) and ischemic stroke. The aim of the present study was to investigate whether the risk of MI and ischemic stroke differs between individuals with first-diagnosed paroxysmal vs. non-paroxysmal AF treated with anticoagulants.Methods and resultsDe-identified electronic medical records from the TriNetX federated research network were used. Individuals with a new diagnosis of paroxysmal AF who had no evidence of other types of AF in their records were 1:1 propensity score-matched with individuals with non-paroxysmal AF, defined as persistent or chronic AF, who had no evidence of other types of AF in their records. All patients were followed for three years for the outcomes of MI and ischemic stroke. Cox proportional hazard models were used to calculate hazard ratios (HRs) with 95% confidence intervals (CIs). In the propensity-matched cohort, among 24 848 well-matched AF individuals [mean age 74.4 ± 10.4; 10 101 (40.6%) female], 410 (1.7%) were diagnosed with acute MI and 875 (3.5%) with ischemic stroke during the three-year follow-up. Individuals with paroxysmal AF had significantly higher risk of acute MI (HR: 1.65, 95%CI: 1.35-2.01) compared to those with non-paroxysmal AF. First diagnosed paroxysmal AF was associated with higher risk of non-ST elevation MI (nSTEMI) (HR: 1.89, 95%CI: 1.44-2.46). No significant association was observed between the type of AF and risk of ischemic stroke (HR: 1.09, 95%CI: 0.95-1.25).ConclusionPatients with first-diagnosed paroxysmal AF had higher risk of acute MI compared to individuals with non-paroxysmal AF, attributed to the higher risk of nSTEMI among patients with first-diagnosed paroxysmal AF. There was no significant association between type of AF and risk of ischemic stroke

Serum and synovial fluid vitamin D metabolites and rheumatoid arthritis

Vitamin D-deficiency has been linked to inflammatory diseases including rheumatoid arthritis (RA). Studies to date have focused on the impact of serum 25-hydroxyvitamin D3 (25(OH)D3), an inactive form of vitamin D, on RA disease activity and progression. However, anti-inflammatory actions of vitamin D are likely to be mediated at sites of RA disease, namely the inflamed joint, and may involve other vitamin D metabolites notably the active form of vitamin D, 1,25-dihydroxyvitamin D3 (1,25(OH)2D3). In the current study serum and synovial fluid samples from n = 20 patients with persistent RA and n = 7 patients with reactive arthritis (ReA) were analysed for multiple vitamin D metabolites. Serum data for RA and ReA patients were compared to healthy controls (HC). There was no significant difference between RA or ReA patients relative to HC for 25(OH)D3, 24,25(OH)2D3, 1,25(OH)2D3 or 25(OH)D2. However, 3-epi-25(OH)D3 was significantly lower in RA and ReA patients compared to HC (p < 0.05). All vitamin D metabolites, apart from 25(OH)D2, were lower in SF compared to serum, and SF 1,25(OH)2D3 was unquantifiable in 13/20 RA and 4/7 ReA samples. SF 25(OH)D3, 3-epi-25(OH)D3 and DBP correlated inversely with swollen joint score, and serum 25(OH)D2 and SF DBP correlated directly with C-reactive protein levels. These data indicate that serum 25(OH)D3 provides only limited insight into the role of vitamin D in RA. Alternative serum metabolites such as 3-epi-25(OH)2D3, and SF metabolites, notably lack of SF 1,25(OH)2D3, may be more closely linked to RA disease severity and progress

Evaluation of a Head-Worn Display System as an Equivalent Head-Up Display for Low Visibility Commercial Operations

Research, development, test, and evaluation of fight deck interface technologies is being conducted by the National Aeronautics and Space Administration (NASA) to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in the Next Generation Air Transportation System (NextGen). One specific area of research was the use of small Head-Worn Displays (HWDs) to serve as a possible equivalent to a Head-Up Display (HUD). A simulation experiment and a fight test were conducted to evaluate if the HWD can provide an equivalent level of performance to a HUD. For the simulation experiment, airline crews conducted simulated approach and landing, taxi, and departure operations during low visibility operations. In a follow-on fight test, highly experienced test pilots evaluated the same HWD during approach and surface operations. The results for both the simulation and fight tests showed that there were no statistical differences in the crews' performance in terms of approach, touchdown and takeoff; but, there are still technical hurdles to be overcome for complete display equivalence including, most notably, the end-to-end latency of the HWD system

Enhanced Vision Flight Deck Technology for Commercial Aircraft Low-Visibility Surface Operations

NASA Langley Research Center and the FAA collaborated in an effort to evaluate the effect of Enhanced Vision (EV) technology display in a commercial flight deck during low visibility surface operations. Surface operations were simulated at the Memphis, TN (FAA identifier: KMEM) air field during nighttime with 500 Runway Visual Range (RVR) in a high-fidelity, full-motion simulator. Ten commercial airline flight crews evaluated the efficacy of various EV display locations and parallax and mini cation effects. The research paper discusses qualitative and quantitative results of the simulation experiment, including the effect of EV display placement on visual attention, as measured by the use of non-obtrusive oculometry and pilot mental workload. The results demonstrated the potential of EV technology to enhance situation awareness which is dependent on the ease of access and location of the displays. Implications and future directions are discussed

Toward Head-Worn Displays for Equivalent Visual Operations

The Next Generation Air Transportation System represents an envisioned transformation to the U.S. air transportation system that includes an "equivalent visual operations" (EVO) concept, intended to achieve the safety and operational tempos of Visual Flight Rules (VFR) operations independent of visibility conditions. Today, Federal Aviation Administration regulations provide for the use of an Enhanced Flight Visual System (EFVS) as "operational credit" to conduct approach operations below traditional minima otherwise prohibited. An essential element of an EFVS is the Head-Up Display (HUD). NASA has conducted a substantial amount of research investigating the use of HUDs for operational landing "credit", and current efforts are underway to enable manually flown operations as low as 1000 feet Runway Visual Range (RVR). Title 14 CFR 91.175 describes the use of EFVS and the operational credit that may be obtained with airplane equipage of a HUD combined with Enhanced Vision (EV) while also offering the potential use of an equivalent display in lieu of the HUD. A Head-Worn Display (HWD) is postulated to provide the same, or better, safety and operational benefits as current HUD-equipped aircraft but for potentially more aircraft and for lower cost. A high-fidelity simulation was conducted that examined the efficacy of HWDs as "equivalent" displays. Twelve airline flight crews conducted 1000 feet RVR approach and 300 feet RVR departure operations using either a HUD or HWD, both with simulated Forward Looking Infra-Red cameras. The paper shall describe (a) quantitative and qualitative results, (b) a comparative evaluation of these findings with prior NASA HUD studies, and (c) describe current research efforts for EFVS to provide for a comprehensive EVO capability