Results for “commonality” — Page 10

NASA NTRS2017

Subject Matter Expert Evaluation of Multi-Flight Common Route Advisories

Traffic flow management seeks to balance the demand for National Airspace System (NAS) flight resources, such as airspace and airports, with the available supply. When forecasted weather blocks nominal air traffic routes, traffic managers must re-route affected flights for weather avoidance. Depending on the nature and scope of the weather, traffic managers may use pre-coordinated re-routes such as Playbook Routes or Coded Departure Routes, or may design ad hoc local re-routes. The routes of affected flights are modified accordingly. These weather avoidance routes will, of course, be less efficient than the nominal routes due to increased flight time and fuel burn. In current traffic management operations, the transition into a weather avoidance re-routing initiative is typically implemented more aggressively than the transition out of that initiative after the weather has dissipated or moved away. For example, strategic large-scale Playbook re-routes are sometimes left in place (as initially implemented) for many hours before being lifted entirely when the weather dissipates. There is an opportunity to periodically modify the re-routing plan as weather evolves, thereby attenuating its adverse impact on flight time and fuel consumption; this is called delay recovery. Multi-Flight Common Routes (MFCR) is a NASA-developed operational concept and associated decision support tool for delay recovery, designed to assist traffic managers to efficiently update weather avoidance traffic routes after the original re-routes have become stale due to subsequent evolution of the convective weather system. MFCR groups multiple flights to reduce the number of advisories that the traffic manager needs to evaluate, and also merges these flights on a common route segment to provide an orderly flow of re-routed traffic. The advisory is presented to the appropriate traffic manager who evaluates it and has the option to modify it using MFCRs graphical user interface. If the traffic manager finds the advisory to be operationally appropriate, he or she would coordinate with the Area Supervisor(s) of the sectors that currently control the flights in the advisory. When the traffic manager accepts the MFCR advisory via the user interface, the corresponding flight plan amendments would be sent to the displays of the appropriate sector controllers, using the Airborne Re-Routing (ABRR) capability which is scheduled for nationwide operation in 2017. The sector controllers would then offer this time-saving route modification to the pilots of the affected flights via datalink (or voice), and implement the corresponding flight plan amendment if the pilots accept it. MFCR is implemented as an application in the software environment of the Future Air traffic management Concepts Evaluation Tool (FACET). This paper focuses on an initial subject matter expert (SME) evaluation of MFCR. The evaluation covers MFCRs operational concept, algorithm, and user interface.

Human-in-the-loop Evaluation↗

NASA NTRS2017

Subject Matter Expert Evaluation of Multi-Flight Common Route Advisories

Traffic flow management seeks to balance the demand for National Airspace System (NAS) flight resources, such as airspace and airports, with the available supply. When forecasted weather blocks nominal air traffic routes, traffic managers must re-route affected flights for weather avoidance. Depending on the nature and scope of the weather, traffic managers may use pre-coordinated re-routes such as Playbook Routes or Coded Departure Routes, or may design ad hoc local re-routes. The routes of affected flights are modified accordingly. These weather avoidance routes will, of course, be less efficient than the nominal routes due to increased flight time and fuel burn. In current traffic management operations, the transition into a weather avoidance re-routing initiative is typically implemented more aggressively than the transition out of that initiative after the weather has dissipated or moved away. For example, strategic large-scale Playbook re-routes are sometimes left in place (as initially implemented) for many hours before being lifted entirely when the weather dissipates. There is an opportunity to periodically modify the re-routing plan as weather evolves, thereby attenuating its adverse impact on flight time and fuel consumption; this is called delay recovery. Multi-Flight Common Routes (MFCR) is a NASA-developed operational concept and associated decision support tool for delay recovery, designed to assist traffic managers to efficiently update weather avoidance traffic routes after the original re-routes have become stale due to subsequent evolution of the convective weather system. MFCR groups multiple flights to reduce the number of advisories that the traffic manager needs to evaluate, and also merges these flights on a common route segment to provide an orderly flow of re-routed traffic. The advisory is presented to the appropriate traffic manager who evaluates it and has the option to modify it using MFCRs graphical user interface. If the traffic manager finds the advisory to be operationally appropriate, he or she would coordinate with the Area Supervisor(s) of the sectors that currently control the flights in the advisory. When the traffic manager accepts the MFCR advisory via the user interface, the corresponding flight plan amendments would be sent to the displays of the appropriate sector controllers, using the Airborne Re-Routing (ABRR) capability which is scheduled for nationwide operation in 2017. The sector controllers would then offer this time-saving route modification to the pilots of the affected flights via datalink (or voice), and implement the corresponding flight plan amendment if the pilots accept it. MFCR is implemented as an application in the software environment of the Future Air traffic management Concepts Evaluation Tool (FACET). This paper focuses on an initial subject matter expert (SME) evaluation of MFCR. The evaluation covers MFCRs operational concept, algorithm, and user interface.

Traffic flow management↗

NASA NTRS2017

Airspace Technology Demonstration 3 (ATD-3): Multi-Flight Common Route (MFCR) Technology Transfer Document Summary Version 1.0

This summary document and accompanying technology artifacts satisfy the second of three Research Transition Products (RTPs) defined in the ATD-3 Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. This transfer consists of NASA's Multi-Flight Common Route (MFCR) research for efficient route corrections for en-route weather avoidance. The MFCR concept builds on the experience of the legacy Dynamic Weather Routes (DWR) and focuses on a better balance of potential savings with ATC acceptability, common route corrections options for multiple flights on similar routings, and better use of existing and/or modern automation for communication and coordination of route change options. All of these capabilities are expected to improve system performance significantly in terms of actual delay-reducing clearances issued to flights compared to that of the DWR tool and operating concept.

tech transfer↗

NASA NTRS2016

Analysis of Multi-Flight Common Routes for Traffic Flow Management

When severe convective weather requires rerouting aircraft, FAA traffic managers employ severe weather avoidance plans (e.g., Playbook routes, Coded Departure Routes, etc.) These routes provide pilots with safe paths around weather-affected regions, and provide controllers with predictable, and often well-established flight plans. However, they often introduce large deviations to the nominal flight plans, which may not be necessary as weather conditions change. If and when the imposed traffic management initiatives (TMIs) become stale, updated shorter path flight trajectories may be found en route, providing significant time-savings to the affected flights. Multiple Flight Common Routes (MFCR) is a concept that allows multiple flights that are within a specified proximity or region, to receive updated shorter flight plans in an operationally efficient manner. MFCR is believed to provide benefits to the National Airspace System (NAS) by allowing traffic managers to update several flight plans of en route aircraft simultaneously, reducing operational workload within the TMUs of all affected ARTCCs. This paper will explore some aspects of the MFCR concept by analyzing multiple flights that have been selected for rerouting by the NAS Constraint Evaluation and Notification Tool (NASCENT). Various methods of grouping aircraft with common or similar routes will be presented, along with a comparison of the efficacy of these methods.

dynamic weather routes↗

NASA NTRS2018

Airspace Technology Demonstration 3 (ATD-3) Multi-Flight Common Route (MFCR) Technology Transfer Document Summary Version 2.0

Airspace Technology Demonstration - 3 (ATD-3) is part of NASA's Airspace Operations and Safety Program (AOSP) - specifically, its Airspace Technology Demonstrations (ATD) Project. ATD-3 is a multi-year research and development effort which proposes to develop and demonstrate automation technologies and operating concepts that enable air navigation service providers and airspace users to continuously assess weather, winds, traffic, and other information to identify, evaluate, and implement workable opportunities for flight plan route corrections that can result in significant flight time and fuel savings in en-route airspace. 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. This summary document and accompanying technology artifacts satisfy the second of three Research Transition Products (RTPs) defined in the Applied Traffic Flow Management (ATFM) Research Transition Team (RTT) Plan. The original transfer, completed in December 2017, consisted of NASA's Multi-Flight Common Route (MFCR) research for efficient route corrections for en-route weather avoidance. This transfer updates the Concept of Operations document to a publicly-available NASA Technical Memorandum. The MFCR concept builds on the experience of the legacy Dynamic Weather Routes (DWR) and focuses on a better balance of potential savings with ATC acceptability, common route corrections options for multiple flights on similar routings, and better use of existing and/or modern automation for communication and coordination of route change options. All of these capabilities are expected to improve system performance significantly in terms of actual delay-reducing clearances issued to flights compared to that of the DWR tool and operating concept.

Tech transfer↗

NASA NTRS2018

New Metadata Capabilities within NASA's Common Metadata Repository (CMR)

This talk will convey the new capabilities and features of the UMM-Variables and the UMM-Services metadata model within the Common Metadata Repository (CMR) and how community engagement through the ESDIS Standards Office (ESO) review shaped the new versions of the models. The Unified Metadata Model (UMM) provides a common metadata model to unify legacy systems (i.e. GCMD (Global Change Master Directory), ECHO (Earth Observing System (EOS) Clearinghouse)) with new systems (i.e. CMR). The rationale and migration process of the Service Entry Resource Format (SERF) to the UMM-S will also be conveyed. The talk will conclude with discussing issues and lessons learned from the review process and how future reviews will be conducted to ensure a more targeted, meaningful review with a faster turn-around time for triage and implementation.

Earth Observing System↗

NASA NTRS2018

Human-in-the-Loop Evaluation of Dynamic Multi-Flight Common Route Advisories

Flights often experience large delays when they are routed around weather. Multi-flight common route advisories provide delay recovery by suggesting time-saving re-routes for groups of flights whose current weather-avoidance routes have become outdated because the weather has dissipated and/or moved away. A laboratory evaluation of these advisories was conducted by four subject matter experts having extensive experience in traffic flow management operations. These experts provided a total of 120 data points in the airspace of Houston Center. The multi-flight common route tool provides time-saving route change advisories taking into account flight plans, wind fields, and the spatio-temporal evolution of predicted convective weather. It is not designed to account for complex operational factors such as non-standard sector traversal and interactions with local traffic management initiatives; hence a relatively low percentage (37%) of advisories generated by the tool were rated as acceptable. However, a high percentage (81%) of advisories were rated as acceptable after the subject matter experts used the tool's user interface to make route modifications that accounted for relevant operational factors not considered by the tool. The workload associated with using the tool, as measured by the NASA Task Load Index, was quite low (1.1 on a scale of 0 to 10). The results of this evaluation make a good case for human-automation teaming to design operationally valid weather re-routes for delay recovery.

Traffic Flow Management↗

NASA NTRS2018

Human-in-the-Loop Evaluation of Dynamic Multi-Flight Common Route Advisories

Flights often experience large delays when they are routed around weather. Multi-flight common route advisories provide delay recovery by suggesting time-saving re-routes for groups of flights whose current weather-avoidance routes have become outdated because the weather has dissipated and/or moved away. A laboratory evaluation of these advisories was conducted by four subject matter experts having extensive experience in traffic flow management operations. These experts provided a total of 120 data points in the airspace of Houston Center. The multi-flight common route tool provides time-saving route change advisories taking into account flight plans, wind fields, and the spatio-temporal evolution of predicted convective weather. It is not designed to account for complex operational factors such as non-standard sector traversal and interactions with local traffic management initiatives; hence a relatively low percentage (37%) of advisories generated by the tool were rated as acceptable. However, a high percentage (81%) of advisories were rated as acceptable after the subject matter experts used the tool's user interface to make route modifications that accounted for relevant operational factors not considered by the tool. The workload associated with using the tool, as measured by the NASA Task Load Index, was quite low (1.1 on a scale of 0 to 10). The results of this evaluation make a good case for human-automation teaming to design operationally valid weather re-routes for delay recovery.

Traffic Flow Management↗

NASA NTRSDate not supplied

Comparing Unstructured Adaptive Mesh Solutions for the High Lift Common Research Model Airfoil

Discretization error is a common source of uncertainty in Computational Fluid Dynamics (CFD) analyses. Traditional means of controlling discretization error through fixed-mesh refinement studies has proven to be difficult particularly when modeling complex geometries and flow fields. One reason for this is that mesh generation in today’s production CFD workflow is often a labor intensive process that is heavily dependent on user judgment. Unstructured mesh adaptation is known to be an efficient way to control discretization errors in CFD. Adaptive methods replace user based decision making with automated processes that optimize a mesh to reduce discretization error. This paper compares the application of multiple solution adaptive techniques in combination with multiple flow solvers to solve for the flow field about a 2D airfoil section of the NASA High-Lift Common Research Model (HL-CRM). By driving the adaptive mesh processes to a similar level of mesh convergence, the ability to achieve consistent results between multiple adaptive techniques and flow solvers is demonstrated. Mesh convergence for the various adaptive mesh approaches is compared identifying potential areas for improvement and providing mesh generation guidance for future workshops.

mesh adaptation high-lift 2D airfoil↗

NASA NTRSDate not supplied

Comparing Unstructured Adaptive Mesh Solutions for the High Lift Common Research Model Airfoil

Discretization error is a common source of uncertainty in Computational Fluid Dynamics (CFD) analyses. Traditional means of controlling discretization error through fixed-mesh refinement studies has proven to be difficult particularly when modeling complex geometries and flow fields. One reason for this is that mesh generation in today’s production CFD workflow is often a labor intensive process that is heavily dependent on user judgment. Unstructured mesh adaptation is known to be an efficient way to control discretization errors in CFD. Adaptive methods replace user based decision making with automated processes that optimize a mesh to reduce discretization error. This paper compares the application of multiple solution adaptive techniques in combination with multiple flow solvers to solve for the flow field about a 2D airfoil section of the NASA High-Lift Common Research Model (HL-CRM). By driving the adaptive mesh processes to a similar level of mesh convergence, the ability to achieve consistent results between multiple adaptive techniques and flow solvers is demonstrated. Mesh convergence for the various adaptive mesh approaches is compared identifying potential areas for improvement and providing mesh generation guidance for future workshops.

mesh adaptation↗

NASA NTRS2019

A common platform for DSN receiver development

NASA's Deep Space Network is currently updating a number of sub systems within the Signal Processing Centers at its Deep Space Communication Complexes in order to modernize aging equipment in the downlink receivers for telemetry, tracking, radio science, and radio astronomy. To reduce development costs and increase commonality among these traditionally custom-built receivers, the implementation team has developed a flexible architecture built primarily around commercial off-the-shelf hardware compliant with the Micro Telecommunications Computing Architecture (uTCA) specification and commercial high speed 10Gbit Ethernet switches. Custom firmware and software are being developed to perform the required signal processing functions needed to replace the legacy systems in a phased implementation approach which establishes a new digital Intermediate Frequency (IF) signal distribution system first, followed by implementations of various receiver functions as dictated by need. The first of these new receivers, the Open Loop Receiver, will come online in the Fall of 2018. A description of the new architecture, referred to as the “Common Platform”, will be provided followed by an overview of the phased implementation approach and initial OLR performance results.

Navarro, Robert↗

NASA NTRSDate not supplied

Characterization of Collection Efficiency of the Common Research Model Midspan Wing Section in the IRT

This paper presents a preliminary study for the characterization of collection efficiency from icing tests conducted in the Icing Research Tunnel at NASA Glenn Research Center. A test method previously developed for measuring the attachment line maximum collection efficiency of a swept NACA 0012 airfoil model at zero angle of attack was applied to the leading-edge region of a 65%-scale version of the Common Research Model midspan wing section. A correlation for the stagnation line maximum collection efficiency as a function of the modified inertia parameter was obtained with LEWICE3D simulations utilizing a discrete number of drop diameters. It was then compared with the collection efficiency measurement data obtained in the IRT. For the experimental collection efficiency, two ice shape digitization procedures were utilized to extract 2-D chord-wise ice shape profiles, i.e., the Maximum Combined Cross Section or MCCS, and the Minimum Combined Cross Section or Min CCS, at selected span-wise locations from the 3-D scanned ice shapes. The preliminary result showed that the rime ice thickness method can be used to characterize the collection efficiency distribution, for conditions free of ice erosion, in the main ice shape region. However, a high-order statistical processing of the ice scan is needed for estimating the mean ice thickness in areas where feathers are prevalent. From the limited comparison of the experimental and LEWICE3D collection efficiency data in the CRM65 MS model leading edge area, it was shown that the attachment line maximum collection efficiency is reasonably estimated by the best curve-fit correlation in the range of modified inertia parameter tested. A tighter alignment control of the iced and cold clean model scans is needed to improve the comparison. Further evaluation of this correlation is recommended to assess its applicability for Common Research Model type swept wing icing scaling analysis.

Ice Scailing↗

NASA NTRSDate not supplied

Characterization of Collection Efficiency of the Common Research Model Midspan Wing Section in the IRT

This paper presents a preliminary study for the characterization of collection efficiency from icing tests conducted in the Icing Research Tunnel at NASA Glenn Research Center. A test method previously developed for measuring the attachment line maximum collection efficiency of a swept NACA 0012 airfoil model at zero angle of attack was applied to the leading-edge region of a 65%-scale version of the Common Research Model midspan wing section. A correlation for the stagnation line maximum collection efficiency as a function of the modified inertia parameter was obtained with LEWICE3D simulations utilizing a discrete number of drop diameters. It was then compared with the collection efficiency measurement data obtained in the IRT. For the experimental collection efficiency, two ice shape digitization procedures were utilized to extract 2-D chord-wise ice shape profiles, i.e., the Maximum Combined Cross Section or MCCS, and the Minimum Combined Cross Section or MinCCS, at selected span-wise locations from the 3-D scanned ice shapes. The preliminary result showed that the rime ice thickness method can be used to characterize the collection efficiency distribution, for conditions free of ice erosion, in the main ice shape region. However, a high-order statistical processing of the ice scan is needed for estimating the mean ice thickness in areas where feathers are prevalent. From the limited comparison of the experimental and LEWICE3D collection efficiency data in the CRM65 MS model leading edge area, it was shown that the attachment line maximum collection efficiency is reasonably estimated by the best curve-fit correlation in the range of modified inertia parameter tested. A tighter alignment control of the iced and cold clean model scans as well as the model angle of attack are needed to improve the comparison. Further evaluation of this correlation is recommended to assess its applicability for Common Research Model type swept wing icing scaling analysis.

Icing Scaling↗

NASA NTRSDate not supplied

A Safe Haven Concept for the Common Habitat in Moon, Mars, and Transit Environments

The safe haven for the Common Habitat architectures, both the Deep Space Exploration Vehicle and the Moon/Mars surface basecamps, consists of the airlock, logistics modules, and in-space or surface pressurized rovers. These elements are repositioned to dock together and form a secondary habitable environment. The multiple elements that compose the safe haven and its ability to share utilities across docking ports give it multiple subsystem options to sustain the crew. In the safe haven configuration, the two logistics modules dock to the side hatches of the airlock outer chamber, one pressurized rover docks to the outermost airlock hatch, and the second pressurized rover docks to the first. This configuration provides no less than thirty days of habitation for the eight-person crew. It also allows the airlock inner chamber to be used for EVAs to both the exterior surface and the Common Habitat interior, which may have lost pressure during the event that triggered the need for a safe haven. These EVAs enable the crew to work to repair the habitat and restore habitation capability.

Base camp↗

NASA NTRSDate not supplied

A Multi-Gravity Docking and Utilities Transfer System for a Common Habitat Architecture

The Common Habitat architecture, a study architecture based on a large habitat derived from the SLS Core Stage Liquid Oxygen tank and designed to operate in microgravity, lunar surface, and Mars surface environments, requires a pressurized docking and berthing system that also works in all three domains. Prior flown docking systems have only been designed for microgravity, but a prototype suit port-derived docking system was developed under the Constellation program for the lunar surface. This system employed an active-active mating adapter approach consisting of a simplistic passive docking system on all spacecraft and a pressurized mating adapter with active systems on each end to form the docking connection. Derived from this approach, the Common Habitat architecture will use a multi-gravity active-active mating adapter (MGAAMA) to perform this function on the Moon, Mars, and in microgravity, connecting the various pressurized elements needed for surface base camps or deep space habitation. Design aspects and open trades of the MGAAMA system will be described. In addition to forming a structural connection and enabling the transfer of crew and equipment, the MGAAMA must also transfer utilities in the form of gases, fluids, power, and data. The MGAAMA is also designed with a degree of articulation in order to accommodate significant angular misalignment. Due to the environmental conditions the MGAAMA will experience, dust and thermal protection systems are discussed. Because the MGAAMA involves docking to spacecraft with different docking systems of different sizes, the MGAAMA is a family of docking systems with interfaces compatible with current and legacy spacecraft docking systems.

Docking↗

NASA NTRSDate not supplied

A Multi-Functional, Two-Chamber Airlock Node for a Common Habitat Architecture

An airlock is generally considered a necessity for any large, habitable spacecraft. While suitports, docked rovers, and external robotics can reduce the need for airlock operations, at some point it is necessary to move both crew and equipment from a habitat interior to the exterior environment. The Common Habitat is a large, long-duration habitat that uses the Space Launch System (SLS) Core Stage Liquid Oxygen tank as the primary structure (similar to Skylab) and has an internal architecture compatible with microgravity, lunar gravity, and Mars gravity, such that identical versions of the same design can be used in all three environments. It needs an airlock that is similarly appropriate for both surface and microgravity environments. After a brief survey of prior airlocks, the two-chamber node airlock concept applied to the Common Habitat architecture is described. This includes benefits of the dual chamber and node approaches, dimensions, hatches and docking ports, utilities connections, hatch covers, suit storage, EVA stowage, subsystems, and gravity-specific external attachments. Additionally, the functions of each chamber and reconfiguration capabilities are explained. Finally, conclusions and follow-on work are discussed.

Robert L Howard↗

NASA NTRSDate not supplied

Common Habitat Base Camp for Moon and Mars Surface Operations

The Common Habitat uses the SLS Core Stage Liquid Oxygen tank as the primary structure (similar to Skylab) and has an internal architecture compatible with microgravity, lunar gravity, and Mars gravity, such that identical versions of the same design can be used in all three environments. Applying the large dimensions and eight-person crew size of the Common Habitat to a surface architecture leads to a unique base camp configuration. A notional such base camp is described in this analysis. The base camp includes four distributed zones – habitation, landing, power, and resource production. The base camp is deployed and assembled in three phases: site preparation, element staging, and habitat delivery, each of which are briefly discussed. Crew arrival and departure is discussed, including variations caused by orbital mechanics-induced differences between the Moon and Mars base camps. Trash and logistics operations are described. Finally, crew operations within the base camp are described.

Lunar Outpost↗

NASA NTRSDate not supplied

Multi-Flight Common Routes

Flights often experience large delays when they are routed around weather. Multi-flight common routes advisories provide delay recovery by suggesting time-saving re-routes for groups of flights whose current weather-avoidance routes have become outdated because the weather has dissipated and/or moved away. The multi-flight common routes tool provides time-saving route change advisories taking into account flight plans, wind fields, and the spatio-temporal evolution of predicted convective weather. A graphical user interface enables these advisories to be easily modified by a traffic manager for possible operational implementation.

ATD-3↗