Engineering topics

Lachter, Joel B.

Publications and source records attributed to Lachter, Joel B..

6 records

NASA NTRS2018

Urban Air Mobility Airspace Integration Concepts and Considerations

Urban Air Mobility (UAM) - defined as safe and efficient air traffic operations in a metropolitan area for manned aircraft and unmanned aircraft systems - is being researched and developed by industry, academia, and government. Significant resources have been invested toward cultivating an ecosystem for Urban Air Mobility that includes manufacturers of electric vertical takeoff and landing aircraft, builders of takeoff and landing areas, and researchers of the airspace integration concepts, technologies, and procedures needed to conduct Urban Air Mobility operations safely and efficiently alongside other airspace users. This paper provides high-level descriptions of both emergent and early expanded operational concepts for Urban Air Mobility that NASA is developing. The scope of this work is defined in terms of missions, aircraft, airspace, and hazards. Past and current Urban Air Mobility operations are also reviewed, and the considerations for the data exchange architecture and communication, navigation, and surveillance requirements are also discussed. This paper will serve as a starting point to develop a framework for NASA's Urban Air Mobility airspace integration research and development efforts with partners and stakeholders that could include fast-time simulations, human-in-the-loop (HITL) simulations, and flight demonstrations.

airspace integration↗

NASA NTRS2018

Contingency Management with Human Autonomy Teaming

Automation is playing an increasingly important role in many operations. It is often cheaper faster and more precise than human operators. However, automation is not perfect. There are many situations in which a human operator must step in. We refer to these instances as contingencies and the act of stepping in contingency management. Here we propose coupling Human Autonomy Teaming (HAT) with contingency management. We describe two aspects to HAT, bi-directional communication, and working agreements (or plays). Bi-directional communication like Crew Resource Management in traditional aviation, allows all parties to contribute to a decision. Working agreements specify roles and responsibilities. Importantly working agreements allow for the possibility of roles and responsibilities changing depending on environmental factors (e.g., situations the automation was not designed for, workload, risk, or trust). This allows for the automation to "automatically" become more autonomous as it becomes more trusted and/or it is updated to deal with a more complete set of possible situations. We present a concrete example using a prototype contingency management station one might find in a future airline operations center. Automation proposes reroutes for aircraft that encounter bad weather or are forced to divert for environmental or systems reasons. If specific conditions are met, these recommendations may be autonomously datalinked to the affected aircraft.

dispatch↗

NASA NTRS2016

System and Method for Providing a Real Time Audible Message to a Pilot

A system and method for providing information to a crew of the aircraft while in-flight. The system includes a module having: a receiver for receiving a message while in-flight; a filter having a set of screening parameters and operative to filter the message based on the set of screening parameters; and a converter for converting the message into an audible message. The message includes a pilot report having at least one of weather information, separation information, congestion information, flight deviation information and destination information. The message is sent to the aircraft by another aircraft or an air traffic controller.

Johnson, Walter W.↗

NASA NTRS2013

Pre-Study Walkthrough with a Commercial Pilot for a Preliminary Single Pilot Operations Experiment

The number of crew members in commercial flights has decreased to two members, down from the five-member crew required 50 years ago. One question of interest is whether the crew should be reduced to one pilot. In order to determine the critical factors involved in safely transitioning to a single pilot, research must examine whether any performance deficits arise with the loss of a crew member. With a concrete understanding of the cognitive and behavioral role of a co-pilot, aeronautical technologies and procedures can be developed that make up for the removal of the second aircrew member. The current project describes a pre-study walkthrough process that can be used to help in the development of scenarios for testing future concepts and technologies for single pilot operations. Qualitative information regarding the tasks performed by the pilots can be extracted with this technique and adapted for future investigations of single pilot operations.

Single Pilot Operations↗

NASA NTRS2013

NASA's Single-Pilot Operations Technical Interchange Meeting: Proceedings and Findings

Researchers at the National Aeronautics and Space Administration (NASA) Ames Research Center and Langley Research Center are jointly investigating issues associated with potential concepts, or configurations, in which a single pilot might operate under conditions that are currently reserved for a minimum of two pilots. As part of early efforts, NASA Ames Research Center hosted a technical interchange meeting in order to gain insight from members of the aviation community regarding single-pilot operations (SPO). The meeting was held on April 10-12, 2012 at NASA Ames Research Center. Professionals in the aviation domain were invited because their areas of expertise were deemed to be directly related to an exploration of SPO. NASA, in selecting prospective participants, attempted to represent various relevant sectors within the aviation domain. Approximately 70 people representing government, academia, and industry attended. A primary focus of this gathering was to consider how tasks and responsibilities might be re-allocated to allow for SPO.

post NextGen↗

NASA NTRS2011

An Examination of Selected Datacom Options for the Near-Term Implementation of Trajectory Based Operations

A primary feature of the Next Generation Air Transportation System (NextGen) is trajectory based operations (TBO). Under TBO, aircraft flight plans are known to computer systems on the ground that aid in scheduling and separation. The Future Air Navigation System (FANS) was developed to support TBO, but relatively few aircraft in the US are FANSequipped. Thus, any near-term implementation must provide TBO procedures for non-FANS aircraft. Previous research has explored controller clearances, but any implementation must also provide procedures for aircraft requests. The work presented here aims to surface issues surrounding TBO communication procedures for non-FANS aircraft and for aircraft requesting deviations around weather. Three types of communication were explored: Voice, FANS, and ACARS,(Aircraft Communications Addressing and Reporting System). ACARS and FANS are datacom systems that differ in that FANS allows uplinked flight plans to be loaded into the Flight Management System (FMS), while ACARS delivers flight plans as text that must be entered manually via the Control Display Unit (CDU). Sixteen pilots (eight two-person flight decks) and four controllers participated in 32 20-minute scenarios that required the flight decks to navigate through convective weather as they approached their top of descents (TODs). Findings: The rate of non-conformance was higher than anticipated, with aircraft off path more than 20% of the time. Controllers did not differentiate between the ACARS and FANS datacom, and were mixed in their preference for Voice vs. datacom (ACARS and FANS). Pilots uniformly preferred Voice to datacom, particularly ACARS. Much of their dislike appears to result from the slow response times in the datacom conditions. As a result, participants frequently resorted to voice communication. These results imply that, before implementing TBO in environments where pilots make weather deviation requests, further research is needed to develop communication procedures that integrate voice and datacom.

trajectory based operations↗