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At least 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS2014

Benefits Analysis of Multi-Center Dynamic Weather Routes

Dynamic weather routes are flight plan corrections that can provide airborne flights more than user-specified minutes of flying-time savings, compared to their current flight plan. These routes are computed from the aircraft's current location to a flight plan fix downstream (within a predefined limit region), while avoiding forecasted convective weather regions. The Dynamic Weather Routes automation has been continuously running with live air traffic data for a field evaluation at the American Airlines Integrated Operations Center in Fort Worth, TX since July 31, 2012, where flights within the Fort Worth Air Route Traffic Control Center are evaluated for time savings. This paper extends the methodology to all Centers in United States and presents benefits analysis of Dynamic Weather Routes automation, if it was implemented in multiple airspace Centers individually and concurrently. The current computation of dynamic weather routes requires a limit rectangle so that a downstream capture fix can be selected, preventing very large route changes spanning several Centers. In this paper, first, a method of computing a limit polygon (as opposed to a rectangle used for Fort Worth Center) is described for each of the 20 Centers in the National Airspace System. The Future ATM Concepts Evaluation Tool, a nationwide simulation and analysis tool, is used for this purpose. After a comparison of results with the Center-based Dynamic Weather Routes automation in Fort Worth Center, results are presented for 11 Centers in the contiguous United States. These Centers are generally most impacted by convective weather. A breakdown of individual Center and airline savings is presented and the results indicate an overall average savings of about 10 minutes of flying time are obtained per flight.

NAS based Benefits Analysis↗
NASA NTRS1972

Objectives of the Airline Firm: Theory

Theoretical models are formulated for airline firm operations that revolve around alternative formulations of managerial goals which these firms are persuing in practice. Consideration is given to the different objective functions which the companies are following in lieu of profit maximization.

Kneafsey, J. T.↗
NASA NTRS1977

Airborne atmospheric sampling system

Device installed on commercial 747 airliners and operated during normal passenger service combines sensitive air constituent measuring instruments with modern aircraft avionics and data acquisition equipment to automatically monitor air quality on worldwide basis. System may be modified for use in remote unmanned ground monitoring stations.

Nyland, T. W.↗
NASA NTRS1979

Lean Stability augmentation study

An analytical and experimental program was conducted to investigate techniques and develop technology for improving the lean combustion limits of premixing, prevaporizing combustors applicable to gas turbine engine main burners. Three concepts for improving lean stability limits were selected for experimental evaluation among twelve approaches considered. Concepts were selected on the basis of the potential for improving stability limits and achieving emission goals, the technological risks associated with development of practical burners employing the concepts, and the penalties to airline direct operating costs resulting from decreased combustor performance, increased engine cost, increased maintenance cost and increased engine weight associated with implementation of the concepts. Tests of flameholders embodying the selected concepts were conducted.

Mcvey, J. B.↗
NASA NTRS1980

Computer programs for estimating civil aircraft economics

Computer programs for calculating airline direct operating cost, indirect operating cost, and return on investment were developed to provide a means for determining commercial aircraft life cycle cost and economic performance. A representative wide body subsonic jet aircraft was evaluated to illustrate use of the programs.

Maddalon, D. V.↗
NASA NTRS1982

Demonstration of repairability and repair quality on graphite/epoxy structural subelements

The considered program has the objective to develop and validate repair procedures for composite structures which are adaptable to commercial airline maintenance operations. Questions concerning the design and the fabrication of repairs are discussed, taking into account a vertical fin cover panel, a wing cover panel, and a vertical fin spar. The test results indicate that the use of graphite patch repairs, either precured bonded or employing cure-in-place, is satisfactory for the repair of lightly loaded and highly loaded parts. The use of bolted repairs is satisfactory for lightly loaded structural components. The repair of composite substructures can be accomplished using comparable approaches to those evaluated for skin cover repairs in many previous programs.

Knauss, J. F.↗
NASA NTRS1982

Analysis of the nature and cause of turbulence upset using airline flight records

The development and application of methods for determining aircraft motions and related winds, using data normally recorded during airline flight operations, are described. The methods are being developed, in cooperation with the National Transportation Safety Board, to aid in the analysis and understanding of circumstances associated with aircraft accidents or incidents. Data from a recent DC-10 encounter with severe, high-altitude turbulence are used to illustrate the methods. The analysis of this encounter shows the turbulence to be a series of equally spaced horizontal swirls known as 'cat's eyes' vortices. The use of flight-data analysis methods to identify this type of turbulence phenomenon is presented for the first time.

Parks, E. K.↗
NASA NTRS1984

Management training for cockpit crews at Piedmont flight

A brief history of Piedmont Airlines' flight operations is presented. A captain-management seminar conducted regularly by Piedmont is discussed. Piedmont's approach to cockpit resource management (CRM) is reviewed, and the relationship of CRM training to other aspects of flight training is addressed. Future leadership research plans and CRM training is considered along with critical training issues.

Sifford, J. C.↗
NASA NTRS1992

CTAS: Computer intelligence for air traffic control in the terminal area

A system for the automated management and control of arrival traffic, referred to as the Center-TRACON Automation System (CTAS), has been designed by the ATC research group at NASA Ames research center. In a cooperative program, NASA and the FAA have efforts underway to install and evaluate the system at the Denver and Dallas/Ft. Worth airports. CTAS consists of three types of integrated tools that provide computer-generated intelligence for both Center and TRACON controllers to guide them in managing and controlling arrival traffic efficiently. One tool, the Traffic Management Advisor (TMA), establishes optimized landing sequences and landing times for aircraft arriving in the center airspace several hundred miles from the airport. In TRACON, TMA frequencies missed approach aircraft and unanticipated arrivals. Another tool, the Descent Advisor (DA), generates clearances for the center controllers handling at crossing times provided by TMA. In the TRACON, the final approach spacing tool (FAST) provides heading and speed clearances that produce and accurately spaced flow of aircraft on the final approach course. A data base consisting of aircraft performance models, airline preferred operational procedures and real time wind measurements contribute to the effective operation of CTAS. Extensive simulator evaluations of CTAS have demonstrated controller acceptance, delay reductions, and fuel savings.

Erzberger, Heinz↗
NASA NTRS1992

In-service evaluation of wind shear systems

A comprehensive study undertaken by Continental Airlines Flight Operations to establish procedures to prevent a re-occurrence of accident due to windshear is addressed. Some display and alerting scenarios that the predictive systems will provide is presented.

Shirck, Sam↗
NASA NTRS1993

An artificial intelligence-based structural health monitoring system for aging aircraft

To reduce operating expenses, airlines are now using the existing fleets of commercial aircraft well beyond their originally anticipated service lives. The repair and maintenance of these 'aging aircraft' has therefore become a critical safety issue, both to the airlines and the Federal Aviation Administration. This paper presents the results of an innovative research program to develop a structural monitoring system that will be used to evaluate the integrity of in-service aerospace structural components. Currently in the final phase of its development, this monitoring system will indicate when repair or maintenance of a damaged structural component is necessary.

Grady, Joseph E.↗
NASA NTRS1993

Flight crew sleep during multiple layover polar flights

This study investigated changes in sleep after multiple transmeridian flights. The subjects were 12 B747 airline pilots operating on the following polar flight: Tokyo (TYO)-Anchorage (ANC)-London (LON)-Anchorage-Tokyo. Sleep polysmonograms were recorded on two baseline nights (B1, B2), during layovers, and, after returning to Tokyo, two recovery nights were recorded (R1, R2). In ANC (outbound), total sleep time was reduced and, sleep efficiency was low (72.0 percent). In London, time in bed increased slightly, but sleep efficiency was still reduced. On return to ANC (inbound), there was considerable slow wave sleep rebound and multiple awakenings reduced sleep efficiency to 76.8 percent. Sleep efficiency on R2 was significantly lower than on B1 but not different from R1. To sum up, sleep of aircrews flying multiple transmeridian flights is disrupted during layovers and this effect persists during the two recovery nights. As a result, there is a marked cumulative sleep loss during multilegs polar route trip in comparison to single leg flights. These findings suggest that following such extensive transmeridian trips, crews should have at least three nights of recovery sleep in their home time zone before returning to duty.

Sasaki, Mitsuo↗
NASA NTRS1994

The FC-1D: The profitable alternative Flying Circus Commercial Aviation Group

The FC-1D was designed as an advanced solution for a low cost commercial transport meeting or exceeding all of the 1993/1994 AIAA/Lockheed request for proposal requirements. The driving philosophy behind the design of the FC-1D was the reduction of airline direct operating costs. Every effort was made during the design process to have the customer in mind. The Flying Circus Commercial Aviation Group targeted reductions in drag, fuel consumption, manufacturing costs, and maintenance costs. Flying Circus emphasized cost reduction throughout the entire design program. Drag reduction was achieved by implementation of the aft nacelle wing configuration to reduce cruise drag and increase cruise speeds. To reduce induced drag, rather than increasing the wing span of the FC-1D, spiroids were included in the efficient wing design. Profile and friction drag are reduced by using riblets in place of paint around the fuselage and empennage of the FC-1D. Choosing a single aisle configuration enabled the Flying Circus to optimize the fuselage diameter. Thus, reducing fuselage drag while gaining high structural efficiency. To further reduce fuel consumption a weight reduction program was conducted through the use of composite materials. An additional quality of the FC-1D is its design for low cost manufacturing and assembly. As a result of this design attribute, the FC-1D will have fewer parts which reduces weight as well as maintenance and assembly costs. The FC-1D is affordable and effective, the apex of commercial transport design.

Meza, Victor J.↗
NASA NTRS1998

General Public Space Travel and Tourism: Executive Summary - Volume 1

Travel and tourism is one of the world's largest businesses. Its gross revenues exceed $400 billion per year in the U.S. alone, and it is our second largest employer. U.S. private sector business revenues in the space information area now approximate $10 billion per year, and are increasing rapidly. Not so in the human spaceflight area. After spending $100s of billions (1998 dollars) in public funds thereon, and continuing to spend over $5 billion per year, the government is still the only customer for human spaceflight goods and services. Serious and detailed consideration was first given to the possibility of space being opened up to trips by the general public three decades ago, and some initial attempts to do so were made a dozen years ago. But the difficulties were great and the Challenger disaster put an end to them. In recent years professional space tourism studies have been conducted in the United Kingdom, Germany and, especially, Japan. In the U.S., technological progress has been pronounced; we have had nearly a decade's experience in seeing our astronauts travel to-from low Earth orbit (LEO) safely, and we expect to commence assembly of a LEO space station housing a half-dozen people this year. Too, NASA and our space industry now have new and promising space transportation development programs underway, especially the X-33 and X-34 programs, and some related, further generation, basic technology development programs. And five private companies are also working on the design of new surface - LEO vehicles. The first professional space tourism market studies have been conducted in several countries in the past few years, especially in Japan and here. The U.S. study makes it clear that, conceptually, tens of millions of us would like to take a trip to space if we could do so with reasonable safety, comfort and reliability, and at an acceptable price. Initial businesses will address the desires of those willing to pay a greater price and accept a greater risk. A two-year cooperative Space Act agreement study has been conducted by our National Aeronautics and Space Administration and the Space Transportation Association. It was conducted by NASA and STA study leaders drawing upon the competence, experience and hard-nosed imagination of a national Steering Group and scores of attendees at a multi-day Workshop. The study has involved scores of professionals and business people from various areas: astronauts; space booster technology and operations professionals; a hotel architect and a hotel operator; an airline planner; insurance underwriters; space sickness experts; space theme park designers; space and travel and tourism association and business executives; a space-related financier; university tourism and space policy experts; present and former space-responsible government officials; space entrepreneurs; space writers; This study concludes that serious national attention should now be given to activities that would enable the expansion of today's terrestrial space tourism businesses, and the creation of in-space travel and tourism businesses. Indeed, it concludes that, in time, it should become a very important part of our Country's overall commercial and civil space business-program structure.

ONeil, Daniel↗
NASA NTRS1994

The Final Approach Spacing Tool

A system for assisting terminal area air traffic controllers in the management and control of arrival traffic, referred to as the Final Approach Spacing Tool (FAST), is being developed at NASA Ames Research Center. In a cooperative program, NASA and FAA have efforts underway to install and evaluate the system at the Dallas/Fort Worth Terminal Radar Approach Control facility. This paper will review the software architecture, the algorithms components, and the human-machine interface. The system is based on continuous updates of a detailed trajectory analyses of all arrival aircraft. FAST interprets the results of these trajectory analyses to build an efficient and procedurally acceptable plan for the arrival traffic that consists of a sequence, schedule, and runway assignment. The system utilizes a heuristically-based conflict resolution algorithm to build a solution trajectory that satisfies the plan, It extracts a series of speed and heading advisories from the solution trajectory to assist the controller in efficiently managing and controlling the arrival traffic down to the runway. The advisories are displayed in a graphical format to the controller. In addition to the radar tracking data, the system also relies on a series of data bases. These data bases contain aircraft performance models, airline preferred operational procedures, airspace structure, air traffic procedural models, and a three dimensional wind model. Field evaluation of FAST is expected to begin in 1994.

Davis, Thomas J.↗