Calculation of Flight Deck Interval Management Assigned Spacing Goals Subject to Multiple Scheduling Constraints

The Federal Aviation Administration's Next Generation Air Transportation System will combine advanced air traffic management technologies, performance-based procedures, and state-of-the-art avionics to maintain efficient operations throughout the entire arrival phase of flight. Flight deck Interval Management (FIM) operations are expected to use sophisticated airborne spacing capabilities to meet precise in-trail spacing from top-of-descent to touchdown. Recent human-in-the-loop simulations by the National Aeronautics and Space Administration have found that selection of the assigned spacing goal using the runway schedule can lead to premature interruptions of the FIM operation during periods of high traffic demand. This study compares three methods for calculating the assigned spacing goal for a FIM operation that is also subject to time-based metering constraints. The particular paradigms investigated include: one based upon the desired runway spacing interval, one based upon the desired meter fix spacing interval, and a composite method that combines both intervals. These three paradigms are evaluated for the primary arrival procedures to Phoenix Sky Harbor International Airport using the entire set of Rapid Update Cycle wind forecasts from 2011. For typical meter fix and runway spacing intervals, the runway- and meter fix-based paradigms exhibit moderate FIM interruption rates due to their inability to consider multiple metering constraints. The addition of larger separation buffers decreases the FIM interruption rate but also significantly reduces the achievable runway throughput. The composite paradigm causes no FIM interruptions, and maintains higher runway throughput more often than the other paradigms. A key implication of the results with respect to time-based metering is that FIM operations using a single assigned spacing goal will not allow reduction of the arrival schedule's excess spacing buffer. Alternative solutions for conducting the FIM operation in a manner more compatible with the arrival schedule are discussed in detail

Air Traffic Management Technology Demonstration 1 (ATD-1) Tech Transfer Document Summary: Version 3.0

This document summarizes transfer of NASA's terminal sequencing and spacing (TSS) and interval management (IM) technologies to the FAA (Federal Aviation Administration), as part of its Air Traffic Management Technology (ATM) Demonstration 1 activity. This activity, referred to as ATD-1, is part of NASA's Airspace Systems Program (ASP) specifically, its System Analysis, Integration, and Evaluation (SAIE) Project. ATD-1 is a multi-year research and development effort aimed at accelerating implementation and deployment of NASA-developed ATM technologies by the FAA. These technologies are designed to improve the utilization of Performance-Based Navigation (PBN) procedures inside congested terminal airspace. In terms of NASA's Technology Readiness Levels (TRLs), ATD-1 is focused on maturing its associated technologies from the Technology Development stage (TRL 4) to the Technology Demonstration stage (TRL 6). In order to ensure that the products of this tech-transfer are relevant and useful, NASA has created strong partnerships with the FAA and key industry stakeholders

Propulsion Technology Lifecycle Operational Analysis

The paper presents the results of a focused effort performed by the members of the Space Propulsion Synergy Team (SPST) Functional Requirements Sub-team to develop propulsion data to support Advanced Technology Lifecycle Analysis System (ATLAS). This is a spreadsheet application to analyze the impact of technology decisions at a system-of-systems level. Results are summarized in an Excel workbook we call the Technology Tool Box (TTB). The TTB provides data for technology performance, operations, and programmatic parameters in the form of a library of technical information to support analysis tools and/or models. The lifecycle of technologies can be analyzed from this data and particularly useful for system operations involving long running missions. The propulsion technologies in this paper are listed against Chemical Rocket Engines in a Work Breakdown Structure (WBS) format. The overall effort involved establishing four elements: (1) A general purpose Functional System Breakdown Structure (FSBS). (2) Operational Requirements for Rocket Engines. (3) Technology Metric Values associated with Operating Systems (4) Work Breakdown Structure (WBS) of Chemical Rocket Engines The list of Chemical Rocket Engines identified in the WBS is by no means complete. It is planned to update the TTB with a more complete list of available Chemical Rocket Engines for United States (US) engines and add the Foreign rocket engines to the WBS which are available to NASA and the Aerospace Industry. The Operational Technology Metric Values were derived by the SPST Sub-team in the form of the TTB and establishes a database for users to help evaluate and establish the technology level of each Chemical Rocket Engine in the database. The Technology Metric Values will serve as a guide to help determine which rocket engine to invest technology money in for future development

Methodology to Define Delivery Accuracy Under Current Day ATC Operations

In order to enable arrival management concepts and solutions in a NextGen environment, ground- based sequencing and scheduling functions have been developed to support metering operations in the National Airspace System. These sequencing and scheduling algorithms as well as tools are designed to aid air traffic controllers in developing an overall arrival strategy. The ground systems being developed will support the management of aircraft to their Scheduled Times of Arrival (STAs) at flow-constrained meter points. This paper presents a methodology for determining the undelayed delivery accuracy for current day air traffic control operations. This new method analyzes the undelayed delivery accuracy at meter points in order to understand changes of desired flow rates as well as enabling definition of metrics that will allow near-future ground automation tools to successfully achieve desired separation at the meter points. This enables aircraft to meet their STAs while performing high precision arrivals. The research presents a possible implementation that would allow delivery performance of current tools to be estimated and delivery accuracy requirements for future tools to be defined, which allows analysis of Estimated Time of Arrival (ETA) accuracy for Time-Based Flow Management (TBFM) and the FAA's Traffic Management Advisor (TMA). TMA is a deployed system that generates scheduled time-of-arrival constraints for en- route air traffic controllers in the US. This new method of automated analysis provides a repeatable evaluation of the delay metrics for current day traffic, new releases of TMA, implementation of different tools, and across different airspace environments. This method utilizes a wide set of data from the Operational TMA-TBFM Repository (OTTR) system, which processes raw data collected by the FAA from operational TMA systems at all ARTCCs in the nation. The OTTR system generates daily reports concerning ATC status, intent and actions. Due to its availability, ease of use, and vast collection of data across several airspaces it was determined that the OTTR data set would be the best method to utilize moving forward with this analysis. The particular variables needed for further analysis were determined along with the necessary OTTR reports, by working closely with the repository team additional analysis reports were developed that provided key ETA and STA information at the freeze horizon. One major benefit of the OTTR data is that using the correct reports the data across several airports could be analyzed over large periods of time. The OTTR data processes the TBFM data daily and is stored in various formats across several airspaces. This allowed us to develop our own parsing methods and raw data processing that would not rely on other computationally expensive tools that perform more in depth analysis of similar sets of data. The majority of this work consisted of the development of the ability to filter flights to create a subset of flights that could be considered undelayed, which is defined as a flight at the freeze horizon with an ETA and STA difference that was minimal or close to zero. This was a broad method that allowed the consideration of a large data set which consisted of all the traffic across a two month period in 2013, the hottest and coldest months, arriving into four airports: George Bush Intercontinental, Denver International, Los Angeles International, and Phoenix Sky Harbor

A Terminal Area Analysis of Continuous Ascent Departure Fuel Use at Dallas/Fort Worth International Airport

Aircraft departing from the Dallas/Fort Worth International Airport (DFW) encounter vertical restrictions that prevent continuous ascent operations. The result of these restrictions are temporary level-offs at 10,000 feet. A combination of flow direction, specific Area Navigation (RNAV) route geometry, and arrival streams have been found to be the biggest factors in the duration and frequency of a temporary level-offs. In total, 20% of DFW departures are affected by these level-offs, which have an average duration of just over 100 seconds. The use of continuous descent approaches at DFW are shown to lessen the impact arrivals have on the departures and allow more continuous ascents. The fuel used in a continuous ascent and an ascent with a temporary level-off have been calculated using a fuel burn rate model created from a combination of actual aircraft track data, aircraft manufacturer flight operations manuals, and Eurocontrol's Base of Aircraft Data (BADA) simulation tool. This model represents the average aggregate burn rates for the current fleet mix at DFW. Continuous ascents would save approximately seven gallons of fuel out of 450 gallons used to climb to a cruise altitude of 31,000ft per departure

Reflection high-energy electron diffraction patterns of CrSi_2 films on (111) silicon

Highly oriented films of the semiconducting transition metal silicide, CrSi2, were grown on (111) silicon substrates, with the matching crystallographic faces being CrSi_2(001)/Si(111). Reflection high‐energy electron diffraction (RHEED) yielded symmetric patterns of sharp streaks. The expected streak spacings for different incident RHEED beam directions were calculated from the reciprocal net of the CrSi_2(001) face and shown to match the observed spacings. The predominant azimuthal orientation of the films was thus determined to be CrSi_2〈210〉∥Si〈110〉. This highly desirable heteroepitaxial relationship may be described with a common unit mesh of 51 Å^2 and a mismatch of −0.3%. RHEED also revealed the presence of limited film regions of a competing azimuthal orientation, CrSi_2〈110〉∥Si〈110〉. A new common unit mesh for this competing orientation is suggested; it possesses an area of 612 Å^2 and a mismatch of −1.2%

The WTO Cotton Case and US Domestic Policy

Crop Production/Industries, International Relations/Trade,

Mitigating Cotton Revenue Risk Through Irrigation, Insurance, and Hedging

This study focuses on managing cotton production and marketing risks using combinations of irrigation levels, put options (as price insurance), and crop insurance. Stochastic cotton yields and prices are used to simulate a whole-farm financial statement for a 1,000 acre furrow irrigated cotton farm in the Texas Lower Rio Grande Valley under 16 combinations of risk management strategies. Analyses for risk-averse decision makers indicate that multiple irrigations are preferred. The benefits to purchasing put options increase with yields, as they are more beneficial when higher yields are expected from applying more irrigation applications. Crop insurance is strongly preferred at lower irrigation levels.cotton, crop insurance, irrigation, options, puts, risk, simulation, stochastic efficiency with respect to a function, Farm Management, Risk and Uncertainty, D81, Q12, Q15,

Socioeconomic inequity in the screening and treatment of hypertension in Kenya: evidence from a national survey

Background: Non-communicable diseases (NCDs) account for 50% of hospitalisations and 55% of inpatient deaths in Kenya. Hypertension is one of the major NCDs in Kenya. Equitable access and utilisation of screening and treatment interventions are critical for reducing the burden of hypertension. This study assessed horizontal equity (equal treatment for equal need) in the screening and treatment for hypertension. It also decomposed socioeconomic inequalities in care use in Kenya. Methods: Cross-sectional data from the 2015 NCDs risk factors STEPwise survey, covering 4,500 adults aged 18–69 years were analysed. Socioeconomic inequality was assessed using concentration curves and concentration indices (CI), and inequity by the horizontal inequity (HI) index. A positive (negative) CI or HI value suggests a pro-rich (pro-poor) inequality or inequity. Socioeconomic inequality in screening and treatment for hypertension was decomposed into contributions of need [age, sex, and body mass index (BMI)] and non-need (wealth status, education, exposure to media, employment, and area of residence) factors using a standard decomposition method. Results: The need for hypertension screening was higher among poorer than wealthier socioeconomic groups (CI = −0.077; p < 0.05). However, wealthier groups needed hypertension treatment more than poorer groups (CI = 0.293; p <0.001). Inequity in the use of hypertension screening (HI = 0.185; p < 0.001) and treatment (HI = 0.095; p < 0.001) were significantly pro-rich. Need factors such as sex and BMI were the largest contributors to inequalities in the use of screening services. By contrast, non-need factors like the area of residence, wealth, and employment status mainly contributed to inequalities in the utilisation of treatment services. Conclusion: Among other things, the use of hypertension screening and treatment services in Kenya should be according to need to realise the Sustainable Development Goals for NCDs. Specifically, efforts to attain equity in healthcare use for hypertension services should be multi-sectoral and focused on crucial inequity drivers such as regional disparities in care use, poverty and educational attainment. Also, concerted awareness campaigns are needed to increase the uptake of screening services for hypertension

Tactical Conflict Detection in Terminal Airspace

Air traffic systems have long relied on automated short-term conflict prediction algorithms to warn controllers of impending conflicts (losses of separation). The complexity of terminal airspace has proven difficult for such systems as it often leads to excessive false alerts. Thus, the legacy system, called Conflict Alert, which provides short-term alerts in both en-route and terminal airspace currently, is often inhibited or degraded in areas where frequent false alerts occur, even though the alerts are provided only when an aircraft is in dangerous proximity of other aircraft. This research investigates how a minimal level of flight intent information may be used to improve short-term conflict detection in terminal airspace such that it can be used by the controller to maintain legal aircraft separation. The flight intent information includes a site-specific nominal arrival route and inferred altitude clearances in addition to the flight plan that includes the RNAV (Area Navigation) departure route. A new tactical conflict detection algorithm is proposed, which uses a single analytic trajectory, determined by the flight intent and the current state information of the aircraft, and includes a complex set of current, dynamic separation standards for terminal airspace to define losses of separation. The new algorithm is compared with an algorithm that imitates a known en-route algorithm and another that imitates Conflict Alert by analysis of false-alert rate and alert lead time with recent real-world data of arrival and departure operations and a large set of operational error cases from Dallas/Fort Worth TRACON (Terminal Radar Approach Control). The new algorithm yielded a false-alert rate of two per hour and an average alert lead time of 38 seconds