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At least 397 records · Page 22
All sourcesNASA NTRSDOE OSTI
NASA NTRS2012

The Impact of Subsonic Twin Jets on Airport Noise

Subsonic and supersonic aircraft concepts proposed through NASA s Fundamental Aeronautics Program have multiple engines mounted near one another. Engine configurations with multiple jets introduce an asymmetry to the azimuthal directivity of the jet noise. Current system noise predictions add the jet noise from each jet incoherently, therefore, twin jets are estimated by adding 3 EPNdB to the far-field noise radiated from a single jet. Twin jet effects have the ability to increase or decrease the radiated noise to different azimuthal observation locations. Experiments have shown that twin jet effects are reduced with forward flight and increasing spacings. The current experiment investigates the impact of spacing, and flight effects on airport noise for twin jets. Estimating the jet noise radiated from twin jets as that of a single jet plus 3 EPNdB may be sufficient for horizontal twin jets with an s/d of 4.4 and 5.5, where s is the center-to-center spacing and d is the jet diameter. However, up to a 3 EPNdB error could be present for jet spacings with an s/d of 2.6 and 3.2.

Bozak, Richard, F.↗
NASA NTRS2012

The Impact of Subsonic Twin Jets on Airport Noise

Subsonic and supersonic aircraft concepts proposed through NASA s Fundamental Aeronautics Program have multiple engines mounted near one another. Engine configurations with multiple jets introduce an asymmetry to the azimuthal directivity of the jet noise. Current system noise predictions add the jet noise from each jet incoherently, therefore, twin jets are estimated by adding 3 EPNdB to the far-field noise radiated from a single jet. Twin jet effects have the ability to increase or decrease the radiated noise to different azimuthal observation locations. Experiments have shown that twin jet effects are reduced with forward flight and increasing spacings. The current experiment investigates the impact of spacing, and flight effects on airport noise for twin jets. Estimating the jet noise radiated from twin jets as that of a single jet plus 3 EPNdB may be sufficient for horizontal twin jets with an s/d of 4.4 and 5.5, where s is the center-to-center spacing and d is the jet diameter. However, up to a 3 EPNdB error could be present for jet spacings with an s/d of 2.6 and 3.2.

Bozak, Richard F.↗
NASA NTRS2008

Flow Regime Based Climatologies of Lightning Probabilities for Spaceports and Airports

The objective of this work was to provide forecasters with a tool to indicate the warm season climatological probability of one or more lightning strikes within a circle at a site within a specified time interval. This paper described the AMU work conducted in developing flow regime based climatologies of lightning probabilities for the SLF and seven airports in the NWS MLB CWA in east-central Florida. The paper also described the GUI developed by the AMU that is used to display the data for the operational forecasters. There were challenges working with gridded lightning data as well as the code that accompanied the gridded data. The AMU modified the provided code to be able to produce the climatologies of lightning probabilities based on eight flow regimes for 5-, 10-, 20-, and 30-n mi circles centered on eight sites in 1-, 3-, and 6-hour increments.

Bauman, William H., III↗
NASA NTRS2014

Safely Conducting Airport Surface Trajectory-Based Operations

A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) to evaluate the ability to safely conduct surface trajectory-based operations (STBO) by assessing the impact of providing traffic intent information, conflict detection and resolution (CD&R) system capability, and the display of STBO guidance to the flight crew on both head-down and head-up displays (HUD). Nominal and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The flight crews met their required time-of-arrival at route end within 10 seconds on 98 percent of the trials, well within the acceptable performance bounds of 15 seconds. Traffic intent information was found to be useful in determining the intent of conflict traffic, with graphical presentation preferred. The CD&R system was only minimally effective during STBO because the prevailing visibility was sufficient for visual detection of incurring traffic. Overall, the pilots indicated STBO increased general situation awareness but also negatively impacted workload, reduced the ability to watch for other traffic, and increased head-down time.

Jones, Denise R.↗
NASA NTRS2015

Graphical User Interface Development and Design to Support Airport Runway Configuration Management

The objective of this effort was to develop a graphical user interface (GUI) for the National Aeronautics and Space Administration's (NASA) System Oriented Runway Management (SORM) decision support tool to support runway management. This tool is expected to be used by traffic flow managers and supervisors in the Airport Traffic Control Tower (ATCT) and Terminal Radar Approach Control (TRACON) facilities.

Jones, Debra G.↗
NASA NTRS2016

Heart Rate Variability as a Measure of Airport Ramp-Traffic Controllers Workload

Heart Rate Variability (HRV) has been reported to reflect the person's cognitive and emotional stress levels, and may offer an objective measure of human-operator's workload levels, which are recorded continuously and unobtrusively to the task performance. The present paper compares the HRV data collected during a human-in-the-loop simulation of airport ramp-traffic control operations with the controller participants' own verbal self-reporting ratings of their workload.

workload↗
NASA NTRS2016

Cardiac-Activity Measures for Assessing Airport Ramp-Tower Controller's Workload

Heart rate (HR) and heart rate variability (HRV) potentially offer objective, continuous, and non-intrusive measures of human-operator's mental workload. Such measurement capability is attractive for workload assessment in complex laboratory simulations or safety-critical field testing. The present study compares mean HR and HRV data with self-reported subjective workload ratings collected during a high-fidelity human-in-the-loop simulation of airport ramp traffic control operations, which involve complex cognitive and coordination tasks. Mean HR was found to be weakly sensitive to the workload ratings, while HRV was not sensitive or even contradictory to the assumptions. Until more knowledge on stress response mechanisms of the autonomic nervous system is obtained, it is recommended that these cardiac-activity measures be used with other workload assessment tools, such as subjective measures.

Hayashi, Miwa↗
NASA NTRS2016

Cardiac-Activity Measures for Assessing Airport Ramp-Tower Controller's Workload

Heart rate (HR) and heart rate variability (HRV) potentially offer objective, continuous, and non-intrusive measures of human-operators mental workload. Such measurement capability is attractive for workload assessment in complex laboratory simulations or safety-critical field testing. The present study compares mean HR and HRV data with self-reported subjective workload ratings collected during a high-fidelity human-in-the-loop simulation of airport ramp traffic control operations, which involve complex cognitive and coordination tasks. Mean HR was found to be weakly sensitive to the workload ratings, while HRV was not sensitive or even contradictory to the assumptions. Until more knowledge on stress response mechanisms of the autonomic nervous system is obtained, it is recommended that these cardiac-activity measures be used with other workload assessment tools, such as subjective measures.

Hayashi, Miwa↗
NASA NTRS2016

Airport Traffic Conflict Detection and Resolution Algorithm Evaluation

Two conflict detection and resolution (CD&R) algorithms for the terminal maneuvering area (TMA) were evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. One CD&R algorithm, developed at NASA, was designed to enhance surface situation awareness and provide cockpit alerts of potential conflicts during runway, taxi, and low altitude air-to-air operations. The second algorithm, Enhanced Traffic Situation Awareness on the Airport Surface with Indications and Alerts (SURF IA), was designed to increase flight crew awareness of the runway environment and facilitate an appropriate and timely response to potential conflict situations. The purpose of the study was to evaluate the performance of the aircraft-based CD&R algorithms during various runway, taxiway, and low altitude scenarios, multiple levels of CD&R system equipage, and various levels of horizontal position accuracy. Algorithm performance was assessed through various metrics including the collision rate, nuisance and missed alert rate, and alert toggling rate. The data suggests that, in general, alert toggling, nuisance and missed alerts, and unnecessary maneuvering occurred more frequently as the position accuracy was reduced. Collision avoidance was more effective when all of the aircraft were equipped with CD&R and maneuvered to avoid a collision after an alert was issued. In order to reduce the number of unwanted (nuisance) alerts when taxiing across a runway, a buffer is needed between the hold line and the alerting zone so alerts are not generated when an aircraft is behind the hold line. All of the results support RTCA horizontal position accuracy requirements for performing a CD&R function to reduce the likelihood and severity of runway incursions and collisions.

Jones, Denise R.↗
NASA NTRS2016

Benefit Opportunities for Integrated Surface and Airspace Departure Scheduling: A Study of Operations at Charlotte-Douglas International Airport

NASA is collaborating with the FAA and aviation industry to develop and demonstrate new capabilities that integrate arrival, departure, and surface air-traffic operations. The concept relies on trajectory-based departure scheduling and collaborative decision making to reduce delays and uncertainties in taxi and climb operations. The paper describes the concept and benefit mechanisms aimed at improving flight efficiency and predictability while maintaining or improving operational throughput. The potential impact of the technology is studied and discussed through a quantitative analysis of relevant shortfalls at the site identified for initial deployment and demonstration in 2017: Charlotte-Douglas International Airport. Results from trajectory analysis indicate substantial opportunity to reduce taxi delays for both departures and arrivals by metering departures at the gate in a manner that maximizes throughput while adhering to takeoff restrictions due mostly to airspace constraints. Substantial taxi-out delay reduction is shown for flights subject to departure restrictions stemming from traffic flow management initiatives. Opportunities to improve the predictability of taxi, takeoff, and climb operations are examined and their potential impact on airline scheduling decisions and air-traffic forecasting is discussed. In addition, the potential to improve throughput with departure scheduling that maximizes use of available runway and airspace capacity is analyzed.

air traffic management↗
NASA NTRS2016

AAtS over AeroMACS Technology Trials on the Airport Surface

Air-Ground component of SWIM; Enables enhanced two-way information exchanges between flight operators, aircrew, and ATSP (TFM); Used in all flight domains including pre-departure and post-arrival; Aircrew active in CDM; For strategic planning, advisory information; Not for command control (data voice) Wireless communications system for airport surface; Family member of Mobile WiMAX: (IEEE802.16e), Band 5091-5150 MHz, Bandwidth 5 MHz - TDDOFDMA - Adaptive Modulation and Coding - Quality of Service (QoS)

Wireless Communications↗
NASA NTRS2017

Evaluation of Approval Request 47; Call for Release Procedures for Charlotte Douglas International Airport

NASA is collaborating with the Federal Aviation Administration (FAA) and aviation industry partners to develop and demonstrate new concepts and technologies for Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. One of the goals of the IADS capabilities in the ATD-2 project is to increase predictability and throughput of airspace operations by improving Traffic Management Initiative (TMI) compliance. This paper focuses on the Approval Request (APREQ) procedures developed for the ATD-2 project between the Air Traffic Control (ATC) Tower at Charlotte Douglas International Airport and Washington Center. In March 2017, NASA conducted a Human-in-the-Loop (HITL) simulation to evaluate the operational procedures and information requirements for the APREQ procedures in the ATD-2 IADS system between ATC Tower and Center. The findings from the HITL are used to compare ATD-2 APREQ procedures with information about current day APREQ procedures.

Stevens, Lindsay↗
NASA NTRS2017

Evaluation of a Tactical Surface Metering Tool for Charlotte Douglas International Airport via Human-in-the-Loop Simulation

NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in-out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration.

Verma, Savita↗
NASA NTRS2017

Modeling and Simulating Airport Surface Operations with Gate Conflicts

The Surface Operations Simulator and Scheduler (SOSS) is a fast-time simulation platform used to develop and test future surface scheduling concepts such as NASAs Air Traffic Demonstration 2 of time-based surface metering at Charlotte Douglas International Airport (CLT). Challenges associated with CLT surface operations have driven much of SOSS development. Recently, SOSS functionality for modeling hardstand operations was developed to address gate conflicts, which occur when an arrival and departure wish to occupy the same gate at the same time. Because surface metering concepts such as ATD2 have the potential to increase gates conflicts as departure are held at their gates, it is important to study the interaction between surface metering and gate conflict management. Several approaches to managing gate conflicts with and without the use of hardstands were simulated and their effects on surface operations and scheduler performance compared.

Zelinski, Shannon↗
NASA NTRS2017

Models of Sector Flows Under Local, Regional and Airport Weather Constraints

Recently, the ATM community has made important progress in collaborative trajectory management through the introduction of a new FAA traffic management initiative called a Collaborative Trajectory Options Program (CTOP). FAA can use CTOPs to manage air traffic under multiple constraints (manifested as flow constrained areas or FCAs) in the system, and it allows flight operators to indicate their preferences for routing and delay options. CTOPs also permits better management of the overall trajectory of flights by considering both routing and departure delay options simultaneously. However, adoption of CTOPs in airspace has been hampered by many factors that include challenges in how to identify constrained areas and how to set rates for the FCAs. Decision support tools providing assistance would be particularly helpful in effective use of CTOPs. Such DSTs tools would need models of demand and capacity in the presence of multiple constraints. This study examines different approaches to using historical data to create and validate models of maximum flows in sectors and other airspace regions in the presence of multiple constraints. A challenge in creating an empirical model of flows under multiple constraints is a lack of sufficient historical data that captures diverse situations involving combinations of multiple constraints especially those with severe weather. The approach taken here to deal with this is two-fold. First, we create a generalized sector model encompassing multiple sectors rather than individual sectors in order to increase the amount of data used for creating the model by an order of magnitude. Secondly, we decompose the problem so that the amount of data needed is reduced. This involves creating a baseline demand model plus a separate weather constrained flow reduction model and then composing these into a single integrated model. A nominal demand model is a flow model (gdem) in the presence of clear local weather. This defines the flow as a function of weather constraints in neighboring regions, airport constraints and weather in locations that can cause re-routes to the location of interest. A weather constrained flow reduction model (fwx-red) is a model of reduction in baseline counts as a function of local weather. Because the number of independent variables associated with each of the two decomposed models is smaller than that with a single model, need for amount of data is reduced. Finally, a composite model that combines these two can be represented as fwx-red (gdem(e), l) where e represents non-local constraints and l represents local weather. The approaches studied to developing these models are divided into three categories: (1) Point estimation models (2) Empirical models (3) Theoretical models. Errors in predictions of these different types of models have been estimated. In situations when there is abundant data, point estimation models tend to be very accurate. In contrast, empirical models do better than theoretical models when there is some data available. The biggest benefit of theoretical models is their general applicability in wider range situations once the degree of accuracy of these has been established.

Kulkarni, Deepak↗
NASA NTRS2017

Models of Sector Aircraft Counts in the Presence of Local, Regional and Airport Constraints

Recently, the ATM community has made important progress in collaborative trajectory management through the introduction of a new FAA traffic management initiative called a Collaborative Trajectory Options Program (CTOP). FAA can use CTOPs to manage air traffic under multiple constraints (manifested as flow constrained areas or FCAs) in the system, and it allows flight operators to indicate their preferences for routing and delay options. CTOPs also permits better management of the overall trajectory of flights by considering both routing and departure delay options simultaneously. However, adoption of CTOPs in airspace has been hampered by many factors that include challenges in how to identify constrained areas and how to set rates for the FCAs. Decision support tools providing assistance would be particularly helpful in effective use of CTOPs. Such DSTs tools would need models of demand and capacity in the presence of multiple constraints. This study examines different approaches to using historical data to create and validate models of maximum flows in sectors and other airspace regions in the presence of multiple constraints. A challenge in creating an empirical model of flows under multiple constraints is a lack of sufficient historical data that captures diverse situations involving combinations of multiple constraints especially those with severe weather. The approach taken here to deal with this is two-fold. First, we create a generalized sector model encompassing multiple sectors rather than individual sectors in order to increase the amount of data used for creating the model by an order of magnitude. Secondly, we decompose the problem so that the amount of data needed is reduced. This involves creating a baseline demand model plus a separate weather constrained flow reduction model and then composing these into a single integrated model. A nominal demand model is a flow model (gdem) in the presence of clear local weather. This defines the flow as a function of weather constraints in neighboring regions, airport constraints and weather in locations that can cause re-routes to the location of interest. A weather constrained flow reduction model (fwx-red) is a model of reduction in baseline counts as a function of local weather. Because the number of independent variables associated with each of the two decomposed models is smaller than that with a single model, need for amount of data is reduced. Finally, a composite model that combines these two can be represented as fwx-red (gdem(e), l) where e represents non-local constraints and l represents local weather. The approaches studied to developing these models are divided into three categories: (1) Point estimation models (2) Empirical models (3) Theoretical models. Errors in predictions of these different types of models have been estimated. In situations when there is abundant data, point estimation models tend to be very accurate. In contrast, empirical models do better than theoretical models when there is some data available. The biggest benefit of theoretical models is their general applicability in wider range situations once the degree of accuracy of these has been established.

Kulkarni, Deepak↗
NASA NTRS2017

Evaluation of a Tactical Surface Metering Tool for Charlotte Douglas International Airport Via Human-in-the-Loop Simulation

NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in/out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration

air traffic management↗
NASA NTRS2017

Evaluation of Approval Request/Call for Release Coordination Procedures for Charlotte Douglas International Airport

NASA is collaborating with the Federal Aviation Administration (FAA) and aviation industry partners to develop and demonstrate new concepts and technologies for Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. One of the goals of the IADS capabilities in the ATD-2 project is to increase predictability and throughput of airspace operations by improving Traffic Management Initiative (TMI) compliance. This paper focuses on the Approval Request (APREQ) procedures developed for the ATD-2 project between the Air Traffic Control (ATC) Tower at Charlotte Douglas International Airport and Washington Center. In March 2017, NASA conducted a Human-in-the-Loop (HITL) simulation to evaluate the operational procedures and information requirements for the APREQ procedures in the ATD-2 IADS system between ATC Tower and Center. The findings from the HITL are used to compare ATD-2 APREQ procedures with information about current day APREQ procedures.

APREQ↗