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NASA NTRS2002

Evaluation of Operational Procedures for Using a Time-Based Airborne Inter-arrival Spacing Tool

An airborne tool has been developed based on the concept of an aircraft maintaining a time-based spacing interval from the preceding aircraft. The Advanced Terminal Area Approach Spacing (ATAAS) tool uses Automatic Dependent Surveillance-Broadcast (ADS-B) aircraft state data to compute a speed command for the ATAAS-equipped aircraft to obtain a required time interval behind another aircraft. The tool and candidate operational procedures were tested in a high-fidelity, full mission simulator with active airline subject pilots flying an arrival scenario using three different modes for speed control. The objectives of this study were to validate the results of a prior Monte Carlo analysis of the ATAAS algorithm and to evaluate the concept from the standpoint of pilot acceptability and workload. Results showed that the aircraft was able to consistently achieve the target spacing interval within one second (the equivalent of approximately 220 ft at a final approach speed of 130 kt) when the ATAAS speed guidance was autothrottle-coupled, and a slightly greater (4-5 seconds), but consistent interval with the pilot-controlled speed modes. The subject pilots generally rated the workload level with the ATAAS procedure as similar to that with standard procedures, and also rated most aspects of the procedure high in terms of acceptability. Although pilots indicated that the head-down time was higher with ATAAS, the acceptability of head-down time was rated high. Oculometer data indicated slight changes in instrument scan patterns, but no significant change in the amount of time spent looking out the window between the ATAAS procedure versus standard procedures.

Oseguera-Lohr, Rosa M.↗

NASA NTRS2017

Weather Impact on Airport Arrival Meter Fix Throughput

Time-based flow management provides arrival aircraft schedules based on arrival airport conditions, airport capacity, required spacing, and weather conditions. In order to meet a scheduled time at which arrival aircraft can cross an airport arrival meter fix prior to entering the airport terminal airspace, air traffic controllers make regulations on air traffic. Severe weather may create an airport arrival bottleneck if one or more of airport arrival meter fixes are partially or completely blocked by the weather and the arrival demand has not been reduced accordingly. Under these conditions, aircraft are frequently being put in holding patterns until they can be rerouted. A model that predicts the weather impacted meter fix throughput may help air traffic controllers direct arrival flows into the airport more efficiently, minimizing arrival meter fix congestion. This paper presents an analysis of air traffic flows across arrival meter fixes at the Newark Liberty International Airport (EWR). Several scenarios of weather impacted EWR arrival fix flows are described. Furthermore, multiple linear regression and regression tree ensemble learning approaches for translating multiple sector Weather Impacted Traffic Indexes (WITI) to EWR arrival meter fix throughputs are examined. These weather translation models are developed and validated using the EWR arrival flight and weather data for the period of April-September in 2014. This study also compares the performance of the regression tree ensemble with traditional multiple linear regression models for estimating the weather impacted throughputs at each of the EWR arrival meter fixes. For all meter fixes investigated, the results from the regression tree ensemble weather translation models show a stronger correlation between model outputs and observed meter fix throughputs than that produced from multiple linear regression method.

Machine Learning Model.↗

NASA NTRS2023

Unusually Long Path Length for a Nearly Scatter-Free Solar Particle Event Observed By Solar Orbiter at 0.43 au

Context. After their acceleration and release at the Sun, solar energetic particles (SEPs) are injected into the interplanetary medium and are bound to the interplanetary magnetic field (IMF) by the Lorentz force. The expansion of the IMF close to the Sun focuses the particle pitch-angle distribution, and scattering counteracts this focusing. Solar Orbiter observed an unusual solar particle event on 9 April 2022 when it was at 0.43 astronomical units (au) from the Sun. Aims. We show that the inferred IMF along which the SEPs traveled was about three times longer than the nominal length of the Parker spiral and provide an explanation for this apparently long path. Methods. We used velocity dispersion analysis (VDA) information to infer the spiral length along which the electrons and ions traveled and infer their solar release times and arrival direction. Results. The path length inferred from VDA is approximately three times longer than the nominal Parker spiral. Nevertheless, the pitch-angle distribution of the particles of this event is highly anisotropic, and the electrons and ions appear to be streaming along the same IMF structures. The angular width of the streaming population is estimated to be approximately 30 degrees. The highly anisotropic ion beam was observed for more than 12 h. This may be due to the low level of fluctuations in the IMF, which in turn is very probably due to this event being inside an interplanetary coronal mass ejection The slow and small rotation in the IMF suggests a flux-rope structure. Small flux dropouts are associated with very small changes in pitch angle, which may be explained by different flux tubes connecting to different locations in the flare region. Conclusions. The unusually long path length along which the electrons and ions have propagated virtually scatter-free together with the short-term flux dropouts offer excellent opportunities to study the transport of SEPs within interplanetary structures. The 9 April 2022 solar particle event offers an especially rich number of unique observations that can be used to limit SEP transport models.

Robert F. Wimmer-Schweingruber↗

NASA NTRS1999

En route Spacing Tool: Efficient Conflict-free Spacing to Flow-Restricted Airspace

This paper describes the Air Traffic Management (ATM) problem within the U.S. of flow-restricted en route airspace, an assessment of its impact on airspace users, and a set of near-term tools and procedures to resolve the problem. The FAA is committed, over the next few years, to deploy the first generation of modem ATM decision support tool (DST) technology under the Free-Flight Phase-1 (FFp1) program. The associated en route tools include the User Request Evaluation Tool (URET) and the Traffic Management Advisor (TMA). URET is an initial conflict probe (ICP) capability that assists controllers with the detection and resolution of conflicts in en route airspace. TMA orchestrates arrivals transitioning into high-density terminal airspace by providing controllers with scheduled times of arrival (STA) and delay feedback advisories to assist with STA conformance. However, these FFPl capabilities do not mitigate the en route Miles-In-Trail (MIT) restrictions that are dynamically applied to mitigate airspace congestion. National statistics indicate that en route facilities (Centers) apply Miles-In-Trail (MIT) restrictions for approximately 5000 hours per month. Based on results from this study, an estimated 45,000 flights are impacted by these restrictions each month. Current-day practices for implementing these restrictions result in additional controller workload and an economic impact of which the fuel penalty alone may approach several hundred dollars per flight. To mitigate much of the impact of these restrictions on users and controller workload, a DST and procedures are presented. The DST is based on a simple derivative of FFP1 technology that is designed to introduce a set of simple tools for flow-rate (spacing) conformance and integrate them with conflict-probe capabilities. The tool and associated algorithms are described based on a concept prototype implemented within the CTAS baseline in 1995. A traffic scenario is used to illustrate the controller's use of the tool, and potential display options are presented for future controller evaluation.

Green, S.↗

NASA NTRS2019

NASA Station Explorer for X-Ray Timing and Navigation Technology (SEXTANT) Mission Operations Architecture

"The Station Explorer for X-Ray Timing and Navigation (SEXTANT) mission is a technology demonstrationenhancement to the Neutron Star Interior Composition Explorer (NICER) mission, a NASA AstrophysicsExplorer Mission of Opportunity to the International Space Station (ISS) that was launched in June of 2017.The NICER instrument is a precision pointing X-ray telescope that provides measurements of neutron stars,which the SEXTANT mission uses to perform autonomous onboard X-ray Pulsar Navigation (XNAV) by usingmilli-second pulsars (MSPs), a category of neutron stars, as timing sources for navigation. By comparing thedetected time of arrival of X-ray photons to a reference of expected pulsar lightcurve timing models, one caninfer a range and range rate measurement based on light time delay. Since both timing and orientationinformation comes from a celestial source, this technology could provide a GPS-like navigation capabilityavailable throughout our Solar System and beyond. Applications that XNAV can support include outer planetand interstellar missions, manned missions, libration orbit missions, and current infrastructure such as the DeepSpace Network (DSN). The SEXTANT team successfully completed a rst demonstration of in-space andautonomous XNAV in November 2017. NICER and SEXTANT have separate teams, with NICER being theprimary team with its own science objectives. Operational modes for both missions must have concurrent andindependent components as well as an integrated ground system. Within this joint mission pro le, SEXTANToperations requires an infrastructure and cadence that is exible to handle concurrent science operations fromthe NICER team, independent autonomous navigation demonstrations, and events within the extensive ISSoperations environment. This paper rst details the infrastructure implemented and its concept of operations.It then describes the operations for the SEXTANT demonstration and lessons learned."

Yu, Wayne H.↗

NASA NTRS1998

Collaborative Arrival Planning: Data Sharing and User Preference Tools

Air traffic growth and air carrier economic pressures have motivated efforts to increase the flexibility of the air traffic management process and change the relationship between the air traffic control service provider and the system user. One of the most visible of these efforts is the U.S. government/industry "free flight" initiative, in which the service provider concentrates 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. In the terminal arrival phase of flight, severe restrictions and rigid control are currently placed on system users, typically without regard for individual user operational preferences. Airborne delays applied to arriving aircraft into capacity constrained airports are imposed on a first-come, first-serve basis, and thus do not allow the system user to plan for or prioritize late arrivals, or to economically optimize their arrival sequence. A central tenant of the free-flight operating paradigm is collaboration between service providers and users in reaching air traffic management decisions. Such collaboration would be particularly beneficial to an airline's "hub" operation, where off-schedule arrival aircraft are a consistent problem, as they cause serious air-port ramp difficulties, rippling airline scheduling effects, and result in large economic inefficiencies. Greater collaboration can also lead to increased airport capacity and decrease the severity of over-capacity rush periods. In the NASA Collaborative Arrival Planning (CAP) project, both independent exchange of real-time data between the service provider and system user and collaborative decision support tools are addressed. Data exchange of real-time arrival scheduling, airspace management, and air carrier fleet data between the FAA service provider and an air carrier is being conducted and evaluated. Collaborative arrival decision support tools to allow intra-airline arrival preferences are being developed and simulated. The CAP project is part of and leveraged from the NASA/FAA Center TRACON Automation System (CTAS), a fielded set of decision support tools that provide computer generated advisories for both enroute and terminal area controllers to manage and control arrival traffic more efficiently. In this paper, the NASA Collaborative Arrival Planning project is outlined and recent results detailed, including the real-time use of CTAS arrival scheduling data by a major air carrier and simulations of tactical and strategic user preference decision support tools.

Zelenka, Richard E.↗

NASA NTRS1980

Lightning source locations from VHF radiation data for a flash at Kennedy Space Center

Three dimensional locations are presented for the VHF (30-50 MHz) radiation sources generated by a three-stroke lightning flash at the Kennedy Space Center. The locations were obtained by calculating the difference in time of arrival (DTOA) of radiated pulses at four ground stations. A computer-implemented multiple time series analysis was used in calculating DTOA data. The locations of the approximately 48,000 sequential VHF sources are compared with wide band electric-field records to provide a better understanding of the physics of lightning discharge.

Rustan, P. L.↗

NASA NTRS2017

Results from an Interval Management (IM) Flight Test and Its Potential Benefit to Air Traffic Management Operations

NASA's first Air Traffic Management Technology Demonstration (ATD-1) subproject successfully completed a 19-day flight test of an Interval Management (IM) avionics prototype. The prototype was built based on IM standards, integrated into two test aircraft, and then flown in real-world conditions to determine if the goals of improving aircraft efficiency and airport throughput during high-density arrival operations could be met. The ATD-1 concept of operation integrates advanced arrival scheduling, controller decision support tools, and the IM avionics to enable multiple time-based arrival streams into a high-density terminal airspace. IM contributes by calculating airspeeds that enable an aircraft to achieve a spacing interval behind the preceding aircraft. The IM avionics uses its data (route of flight, position, etc.) and Automatic Dependent Surveillance-Broadcast (ADS-B) state data from the Target aircraft to calculate this airspeed. The flight test demonstrated that the IM avionics prototype met the spacing accuracy design goal for three of the four IM operation types tested. The primary issue requiring attention for future IM work is the high rate of IM speed commands and speed reversals. In total, during this flight test, the IM avionics prototype showed significant promise in contributing to the goals of improving aircraft efficiency and airport throughput.

Baxley, Brian↗

NASA NTRS2015

Arrival Scheduling with Shortcut Path Options and Mixed Aircraft Performance

Previous work introduced the concept of using tactical shortcut options to improve schedule conformance in terminal airspace. When a scheduling point is congested, aircraft are scheduled to longer nominal paths, holding shortcut path options in reserve for tactical use if an aircraft is late, thereby improving the schedule conformance, reducing the required scheduling buffer, and increasing throughput. When the scheduling point is less congested, aircraft may be scheduled to the shorter path with original larger scheduling buffers. Previous work focused on a single generic merge point serving aircraft with uniform arrival precision. This paper extends the previous concept to enhance the performance of time-based arrival management and consider mixed aircraft performance. Aircraft equipped to achieve a high degree of schedule conformance may be scheduled to the shorter path under the same conditions that a less equipped aircraft would be scheduled to the longer path, giving the equipped aircraft an advantage that can be seamlessly integrated into the scheduler. The arrival scheduler with shortcut path options for mixed aircraft performance is applied to a model of first-come first-served terminal metering at Los Angeles International Airport. Whereas clear system benefits were found for tactical shortcut routing and higher percentages of equipped aircraft, very little advantage could be seen for equipped over unequipped aircraft that could be used to incentivize early equipage.

Equipage operations↗

NASA NTRS2023

Strategic Deconfliction of Small Unmanned Aircraft Using Operational Volume Blocks at Crossing Waypoints

In this research, first, analytical case studies are performed to understand the parameters on which the minimum temporal separation between unmanned aircraft at crossing waypoints is dependent for enabling strategic deconfliction. The analytical expressions show that the minimum temporal separation is a function of the length and width of operational volume blocks, the relative positions of the active operational volume blocks, groundspeed of unmanned aircraft, and the incoming crossing angle. Next, the parametric study shows that the impact of the incoming crossing angle on the minimum temporal separation at a crossing waypoint increases with an increase in the width of the operational volume blocks. Finally, simulation studies are performed to understand the impact of operational volume block sizing, on-demand departure rate, minimum departure time separation, and the incoming crossing angle on the average ground delay of unmanned aircraft traveling on two routes with a single crossing waypoint and identical on-demand departure rate. Each unmanned aircraft’s estimated time of arrival at a crossing waypoint is adjusted by introducing a ground delay in departure time; no other controls (e.g., speed adjustments) are applied for strategic deconfliction. Simulation studies show that the impact of the minimum temporal separation at a crossing waypoint on the average ground delay of flights is negligible if the minimum departure time separation is at least two times the minimum temporal separation. Therefore, with an increase in minimum departure time separation at a depot, the impact of increased length of operational volume blocks enclosing the crossing waypoint on the ground delay is offset to an extent.

Operational intent↗

NASA NTRS2023

Strategic Deconfliction of Small Unmanned Aircraft Using Operational Volume Blocks at Crossing Waypoints

Operational Intent↗

NASA NTRS2013

Flight Deck Surface Trajectory-based Operations (STBO): Results of Piloted Simulations and Implications for Concepts of Operation (ConOps)

The results offour piloted medium-fidelity simulations investigating flight deck surface trajectory-based operations (STBO) will be reviewed. In these flight deck STBO simulations, commercial transport pilots were given taxi clearances with time and/or speed components and required to taxi to the departing runway or an intermediate traffic intersection. Under a variety of concept of operations (ConOps) and flight deck information conditions, pilots' ability to taxi in compliance with the required time of arrival (RTA) at the designated airport location was measured. ConOps and flight deck information conditions explored included: Availability of taxi clearance speed and elapsed time information; Intermediate RTAs at intermediate time constraint points (e.g., intersection traffic flow points); STBO taxi clearances via ATC voice speed commands or datal ink; and, Availability of flight deck display algorithms to reduce STBO RTA error. Flight Deck Implications. Pilot RTA conformance for STBO clearances, in the form of ATC taxi clearances with associated speed requirements, was found to be relatively poor, unless the pilot is required to follow a precise speed and acceleration/deceleration profile. However, following such a precise speed profile results in inordinate head-down tracking of current ground speed, leading to potentially unsafe operations. Mitigating these results, and providing good taxi RTA performance without the associated safety issues, is a flight deck avionics or electronic flight bag (EFB) solution. Such a solution enables pilots to meet the taxi route RTA without moment-by-moment tracking of ground speed. An avionics or EFB "error-nulling" algorithm allows the pilot to view the STBO information when the pilot determines it is necessary and when workload alloys, thus enabling the pilot to spread his/her attention appropriately and strategically on aircraft separation airport navigation, and the many other flight deck tasks concurrently required. Surface Traffic Management (STM) System Implications. The data indicate a number of implications regarding specific parameters for ATC/STM algorithm development. Pilots have a tendency to arrive at RTA points early with slow required speeds, on time for moderate speeds, and late with faster required speeds. This implies that ATC/STM algorithms should operate with middle-range speeds, similar to that of non-STBO taxi performance. Route length has a related effect: Long taxi routes increase the earliness with slow speeds and the lateness with faster speeds. This is likely due to the" open-loop" nature of the task in which the speed error compounds over a longer time with longer routes. Results showed that this may be mitigated by imposing a small number oftime constraint points each with their own RTAs effectively tuming a long route into a series of shorter routes - and thus improving RTA performance. STBO ConOps Implications. Most important is the impact that these data have for NextGen STM system ConOps development. The results of these experiments imply that it is not reasonable to expect pilots to taxi under a "Full STBO" ConOps in which pilots are expected to be at a predictable (x,y) airport location for every time (t). An STBO ConOps with a small number of intermediate time constraint points and the departing runway, however, is feasible, but only with flight deck equipage enabling the use of a display similar to the "error-nulling algorithm/display" tested.

Foyle, David C.↗

NASA NTRS1988

Probe-evoked event-related potential techniques for evaluating aspects of attention and information processing

The study of probe event related potentials (probe ERPs) is reviewed. Several recent experiments are described which seem to leave in doubt the usefulness of applying ERP to simulation and field conditions as well as laboratory situations. Relatively minor changes in the experimental paradigm can produce major shifts in ERP findings, for reasons that are not clear. However, task-elicited ERPs might be used on a flight simulator if the experimenter takes time of arrival of the eyes on a particular instrument as one variable of concern and dwell time on the instrument as a second variable. One can then look at ERPs triggered by saccade termination for fixation pauses of specified durations. It may well be that ERP to a momentarily important display will differ from that elicited by routine instrument check.

Stern, John A.↗

NASA NTRS2003

Energetic Particle Propagation in the Inner Heliosphere as Deduced from Low Frequency (less than 100 kHz) Observations of Type III Radio Bursts

Solar energetic particle (SEP) events are well-associated with solar flares. It is observed that the delay between the time of the flare and the first-arriving particles at a spacecraft increases with increasing difference between the flare longitude and the footpoint of the field line on which the spacecraft is located. This difference we call the "connection angle" and can be as large as approximately 120 deg. Recently it has been found that all SEP events are preceded by type III radio bursts. These bursts are plasma emission caused by the propagation of 2-50 keV flare electrons through the solar corona and into the solar wind. The drift of these type III radio bursts to lower and lower frequencies enables the propagation of the flare electrons to be traced from the Sun to about 1 AU. We have made an extensive analysis of the type III bursts associated with greater than 20 MeV proton events and find that, in most cases, the radio emission extends to the local plasma frequency when the energetic particles arrive within a few hours of the flare. We conclude that this emission at the lowest possible frequency is generated close to the spacecraft. We then use the time from when the burst started at the Sun to when it reached the local plasma frequency to infer the time it took the radio producing electrons to travel to the spacecraft. We find that these delay times are organized by the connection angle and correlate with the proton delay times. We also find that the differences between the radio delays at Wind and Ulysses are matched by differences in the relative arrival times of the energetic particles at the two spacecraft. The consistent timing between the relative arrival times of energetic electrons and protons and the start of the lowest frequency radio emissions suggests that the first arriving particles of both species are accelerated as part of the flare process and that they propagate to the spacecraft along trajectories similar to those of the lower energy flare electrons. To be detected by observers at locations distant from the nominal field lines originating in the flaring regions the particles must undergo lateral transport. The continuity of the radio bursts suggests that the cross-field transport may occur in the interplanetary medium.

Cane, H. V.↗

NASA NTRS1982

An implicit solution of the three-dimensional Navier-Stokes equations for an airfoil spanning a wind tunnel

An implicit finite-difference algorithm is developed for the numerical solution of the incompressible three dimensional Navier-Stokes equations in the non-conservative primitive-variable formulation. The flow field about an airfoil spanning a wind-tunnel is computed. The coordinate system is generated by an extension of the two dimensional body-fitted coordinate generation techniques of Thompson, as well as that of Sorenson, into three dimensions. Two dimensional grids are stacked along a spanwise coordinate defined by a simple analytical function. A Poisson pressure equation for advancing the pressure in time is arrived at by performing a divergence operation on the momentum equations. The pressure at each time-step is calculated on the assumption that continuity be unconditionally satisfied. An eddy viscosity coefficient, computed according to the algebraic turbulence formulation of Baldwin and Lomax, simulates the effects of turbulence.

Moitra, A.↗

NASA NTRS1986

Radiation from lightning return strokes over a finitely conducting earth

The effects of the conductivity of the earth on radiation from lightning return strokes are examined theoretically using a piecewise linear transmission line model for the return stroke. First, calculations are made of the electric field radiated during the return stroke, and then this electric field is used to compute the response of conventional AM radio receivers and electric field change systems during the return stroke. The calculations apply to the entire transient waveform (they are not restricted to the initial portions of the return stroke) and yield fast field changes and RF radiation in agreement with measurements made during real lightning. This research was motivated by measurements indicating that a time delay exists between the time of arrival of the fast electric field change and the RF radiation from first return strokes. The time delay is on the order of 20 microsec for frequencies in the HF-UHF range for lightning in Florida. The time delay is obtained theoretically in this paper. It occurs when both the effects of attenuation due to conductivity of the earth, and the finite velocity of propagation of the current pulse up the return stroke channel, are taken into account in the model.

Le Vine, D. M.↗

NASA NTRS2000

LIS Validation at The KSC-ER

Each year, thousands of lightning electric field disturbances are recorded and archived by the ground-based field mill (FM) network at the NASA Kennedy Space Center (KSC) and USAF Eastern Range (ER). The FM network has a range of several tens of kilometers, and a digital accuracy of 4 V/m. It has provided years of continuous lightning warning surveillance to KSC-ER space vehicle launch operations, and has undergone one major hardware upgrade since its inception in the early 1970s. Additional KSC lightning warning data is derived from a multistation radio time-of-arrival system called Lightning Detection and Ranging (LDAR). This system provides the location and space-time mapping of individual lightning channels (for both cloud and ground flashes). Additional lightning information for the KSC region is available from the National Lightning Detection Network (NLDN) and a 5-station local magnetic direction finder network. In this study, all of the above mentioned data are used to ground-validate data derived from the Lightning Imaging Sensor (LIS) onboard the Tropical Rainfall Measuring Mission (TRMM). The FM network can be used to retrieve the charges deposited in a lightning flash, provided the flash is within a few kilometers of the FM Network. Although it is rare to obtain a TRMM overpass of thunderstorms hat occur this close to the FM network, seven such storms have been found and examined in this study. We compare the times and locations of LIS optical pulses with the spatial-temporal character of the FM, LDAR, and magnetic direction finder data. We also inter-compare LIS optical pulse amplitude data with FM-derived charge magnitudes, number of LDAR radio sources, and peak current values from magnetic direction finder data. Generally speaking, LIS lightning locations and times agree favorably with the KSC ground-based systems for most cases, but little correlation appears to exist between optical pulse amplitude and any of charge, # LDAR sources, peak current), owing possibly to the effects of source complexity and/or cloud multiple scattering.

Koshak, William J.↗

NASA NTRS2017

Downlink Receiver Algorithms for Deep Space Optical Communications

The goal of the Deep Space Optical Communications project at the Jet Propulsion Laboratory is to demonstrate laser communication links at ranges out to approximately 3 AU. In this paper, we discuss a downlink receiver concept capable of demodulating optical pulse-position modulated (PPM) waveforms with data rates varying from approximately 50 kbps up to 265 Mbps, using a range of PPM orders, slot widths, and code rates. The receiver operates on recorded timestamps corresponding to the times-of-arrival of photons detected by a photon-counting detector array followed by a commercial time-tagger. Algorithms are presented for slot, symbol, and frame synchronization as well as parameter estimation. Estimates of link performance are evaluated through Monte- Carlo simulation for an optical channel that includes optical losses, detector blocking, signal clock dynamics, and pointing-induced downlink fades. Based upon these simulation results, it is expected that link closure may be achieved with at least 3 dB of margin under a variety of relevant conditions.

Tkacenko, Andre↗