Integration of radar altimeter, precision navigation, and digital terrain data for low-altitude flight

Avionic systems that depend on digitized terrain elevation data for guidance generation or navigational reference require accurate absolute and relative distance measurements to the terrain, especially as they approach lower altitudes. This is particularly exacting in low-altitude helicopter missions, where aggressive terrain hugging maneuvers create minimal horizontal and vertical clearances and demand precise terrain positioning. Sole reliance on airborne precision navigation and stored terrain elevation data for above-ground-level (AGL) positioning severely limits the operational altitude of such systems. A Kalman filter is presented which blends radar altimeter returns, precision navigation, and stored terrain elevation data for AGL positioning. The filter is evaluated using low-altitude helicopter flight test data acquired over moderately rugged terrain. The proposed Kalman filter is found to remove large disparities in predicted AGL altitude (i.e., from airborne navigation and terrain elevation data) in the presence of measurement anomalies and dropouts. Previous work suggested a minimum clearance altitude of 220 ft AGL for a near-terrain guidance system; integration of a radar altimeter allows for operation of that system below 50 ft, subject to obstacle-avoidance limitations

Appraisal of digital terrain elevation data for low-altitude flight

The use of terrain elevation databases in advanced guidance and navigation systems has greatly expanded. However, the limitations and accuracies of these databases must be considered and established prior to safe system flight evaluation. A simple approach to quantify reasonable flight limits is presented and evaluated for a helicopter guidance system dependent on a terrain database. The flight test evaluated involved a helicopter equipped with a Global Positioning System (GPS) receiver and radar altimeter, and a ground station GPS receiver which provided improved helicopter positioning. The precision navigation and radar altimeter data was acquired while flying low-altitude missions in south-central Pennsylvania. The aircraft-determined terrain elevations were compared with the terrain predicted by the Defense Mapping Agency (DMA) Level 1 terrain elevation data for the same area. The results suggest a safe set clearance altitude of 220 ft for flight testing of a DMA-based guidance avionic in the same area

Simulation evaluation of a low-altitude helicopter flight guidance system adapted for a helmet-mounted display

A computer aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generation algorithm based upon dynamic programming and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission way points that seeks valleys to minimize threat exposure. The pilot evaluation was conducted at NASA ARC moving base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, the Air Force, and the helicopter industry. The pilots manually tracked the trajectory generated by the algorithm utilizing the HMD symbology. The pilots were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world

Design and flight evaluation of an integrated navigation and near-terrain helicopter guidance system for night-time and adverse weather operations

NASA and the U.S. Army have designed, developed, and flight evaluated a Computer Aiding for Low Altitude Helicopter Flight (CALAHF) guidance system. This system provides guidance to the pilot for near terrain covert helicopter operations. It automates the processing of precision navigation information, helicopter mission requirements, and terrain flight guidance. The automation is presented to the pilot through symbology on a helmet-mounted display. The symbology is a 'pilot-centered' design which preserves pilot flexibility and authority over the CALAHF system's automation. An extensive flight evaluation of the system has been conducted using the U.S. Army's NUH-60 STAR (Systems Testbed for Avionics Research) research helicopter. The evaluations were flown over a multiwaypoint helicopter mission in rugged mountainous terrain, at terrain clearance altitudes from 300 to 125 ft and airspeeds from 40 to 110 knots. The results of these evaluations showed that the pilots could precisely follow the automation symbology while maintaining a high degree of situational awareness

Cause of Death and Predictors of All-Cause Mortality in Anticoagulated Patients With Nonvalvular Atrial Fibrillation : Data From ROCKET AF

M. Kaste on työryhmän ROCKET AF Steering Comm jäsen.Background-Atrial fibrillation is associated with higher mortality. Identification of causes of death and contemporary risk factors for all-cause mortality may guide interventions. Methods and Results-In the Rivaroxaban Once Daily Oral Direct Factor Xa Inhibition Compared with Vitamin K Antagonism for Prevention of Stroke and Embolism Trial in Atrial Fibrillation (ROCKET AF) study, patients with nonvalvular atrial fibrillation were randomized to rivaroxaban or dose-adjusted warfarin. Cox proportional hazards regression with backward elimination identified factors at randomization that were independently associated with all-cause mortality in the 14 171 participants in the intention-to-treat population. The median age was 73 years, and the mean CHADS(2) score was 3.5. Over 1.9 years of median follow-up, 1214 (8.6%) patients died. Kaplan-Meier mortality rates were 4.2% at 1 year and 8.9% at 2 years. The majority of classified deaths (1081) were cardiovascular (72%), whereas only 6% were nonhemorrhagic stroke or systemic embolism. No significant difference in all-cause mortality was observed between the rivaroxaban and warfarin arms (P=0.15). Heart failure (hazard ratio 1.51, 95% CI 1.33-1.70, P= 75 years (hazard ratio 1.69, 95% CI 1.51-1.90, P Conclusions-In a large population of patients anticoagulated for nonvalvular atrial fibrillation, approximate to 7 in 10 deaths were cardiovascular, whereasPeer reviewe

ATC / Air Carrier Collaborative Arrival Planning,” 2nd USA/Europe Air Traffic

Air traffic growth and air carrier economic pressures have motivated efforts to increase the flexibility of the National Airspace System by changing the relationship between the air traffic control service provider and the air carriers, or system users. One of the most visible of these efforts is the U.S. government/industry Òfree flightÓ initiative, in which the service provider focuses on safety and cross-airline fairness, and the user on their business objectives and operating preferences, including selecting their own path and speed in real-time. A central tenet of the freeflight operating paradigm is collaboration between service providers and users on air traffic management decisions. Greater collaboration may help air traffic management on a daily basis by decreasing the severity of over-capacity rush periods at major airports. Collaboration would be particularly beneficial to airline ÒhubÓ operations, where off-schedule arrival aircraft can cause serious airport ramp difficulties, disruptions in airline schedules, and result in large economic inefficiencies. The NASA Collaborative Arrival Planning (CAP) project addresses some preliminary research issues concerning collaboration between air traffic management and the air carrier. The CAP project leverages the NASA/FAA Center-TRACON Automation System (CTAS), a fielded set of decision support tools that provide computer-generated advisories for both en-route and terminal-area air traffic controllers to manage arrival traffic more efficiently. This paper provides an overview of the Collaborative Arrival Planning project and a summary of the ongoing research in its two principal areas: realtime exchange of air traffic control (ATC) and air carrier information and incorporation of user preference information into ATC scheduling

A comparison of Center/TRACON automation system and airline time of arrival predictions

NASA Scientific and Technical Information (STI) Program Office plays a key part in helping NASA maintain this important role. The NASA STI Program Office is operated by Langley Research Center, the Lead Center for NASA's scientific and technical information. The NASA STI Program Office provides access to the NASA STI Database, the largest collection of aeronautical and space science STI in the world. The Program Office is also NASA's institutional mechanism for disseminating the results of its research and development activities. These results are published by NASA in the NASA STI Report Series, which includes the following report types: • TECHNICAL PUBLICATION. Reports of completed research or a major significant phase of research that present the results of NASA programs and include extensive data or theoretical analysis. Includes compilations of significant scientific and technical data and information deemed to be of continuing reference value. NASA's counterpart of peer-reviewed formal professional papers but has less stringent limitations on manuscript length and extent of graphic presentations. TECHNICAL MEMORANDUM. Scientific and technical findings that are preliminary or of specialized interest, e.g., quick release reports, working papers, and bibliographies that contain minimal annotation. Does not contain extensive analysis