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All sources NASA NTRS DOE OSTI

NASA NTRS1998

Aeronautics and Aviation Science: Careers and Opportunities Project

The National Aeronautics and Space Administration funded project, Aeronautics and Aviation Science: Careers and Opportunities has been in operation since July, 1995. This project operated as a collaboration with Massachusetts Corporation for Educational Telecommunications, the Federal Aviation Administration, Bridgewater State College and four targeted "core sites" in the greater Boston area. In its first and second years, a video series on aeronautics and aviation science was developed and broadcast via "live, interactive" satellite feed. Accompanying teacher and student supplementary instructional materials for grades 6-9 were produced and disseminated by the Massachusetts Corporation for Educational Telecommunications (MCET). In the MCET grant application it states that project Take Off! in its initial phase would recruit and train teachers at "core" sites in the greater Boston area, as well as opening participation to other on-line users of MCET's satellite feeds. "Core site" classrooms would become equipped so that teachers and students might become engaged in an interactive format which aimed at not only involving the students during the "live" broadcast of the instructional video series, but which would encourage participation in electronic information gathering and sharing among participants. As a Take Off! project goal, four schools with a higher than average proportion of minority and underrepresented youth were invited to become involved with the project to give these students the opportunity to consider career exploration and development in the field of science aviation and aeronautics. The four sites chosen to participate in this project were: East Boston High School, Dorchester High School, Randolph Junior-Senior High School and Malden High School. In year 3 Dorchester was unable to continue to fully participate and exited out. Danvers was added to the "core site" list in year 3. In consideration of Goals 2000, the National Science Foundation standards for quality of teaching, and an educational agenda that promotes high standards for all students, Aeronautics and Aviation Science: Careers and Opportunities had as its aim to deliver products to schools, both in and outside the project sites, which attempt to incorporate multi-disciplined approaches in the presentation of a curriculum which would be appropriate in any classroom, while also aiming to appeal to young women and minorities. The curriculum was developed to provide students with fundamentals of aeronautics and aviation science. The curriculum also encouraged involving students and teachers in research projects, and further information gathering via electronic bulletin boards and internet capabilities. Though not entirely prescriptive, the curriculum was designed to guide teachers through recommended activities to supplement MCET's live telecast video presentations. Classroom teachers were encouraged to invite local pilots, meteorologists, and others from the field of aviation and aeronautics, particularly women and minorities to visit schools and to field questions from the students.

Texter, P. Cardie↗

NASA NTRS2000

General Aviation in Nebraska: Nebraska SATS Project Background Paper No. 1

The Nebraska SATS project is a state-level component of NASA's Small Aircraft Transportation System (SATS). During the next several years the project will examine several different factors affecting SATS implementation in Nebraska. These include economic and taxation issues, public policy issues, airport planning processes, information dissemination strategies, and systemic change factors. This background paper profiles the general aviation system in Nebraska. It is written to provide information about the "context" within which SATS will be pursued. The primary focus is thus on describing and providing background information about the current situation. A secondary focus is on drawing general conclusions about the ability of the current system to incorporate the types of changes implied by SATS. First, some brief information on the U.S. aviation system is provided. The next two sections profile the current general aviation aircraft and pilot base. Nebraska's system of general aviation airports is then described. Within this section of the paper, information is provided on the different types of general aviation airports in Nebraska, airport activity levels and current infrastructure. The fourth major section of the background paper looks at Nebraska's local airport authorities. These special purpose local governments oversee the majority of the general aviation airports in the state. Among the items examined are total expenditures, capital expenditures and planning activities. Next, the paper provides background information on the Nebraska Department of Aeronautics (NDA) and recent Federal funding for general aviation in Nebraska. The final section presents summary conclusions.

Smith, Russell↗

NASA NTRS2002

Virginia Space Grant Consortium Management of National General Aviation Design Competition

This report summarizes the management of the National General Aviation Design Competition on behalf of NASA, the FAA and the Air Force by the Virginia Space Grant Consortium (VSGC) for the time period October 1, 2000 through September 30, 2001. This was the VSGC's seventh and final year of managing the Competition, which the Consortium originally designed, developed and implemented for NASA and the FAA. The competition is now being managed in-house by NASA. Awards to winning university teams were presented at a ceremony held at AirVenture 2001, the Experimental Aircraft Association's Annual Convention and Fly-In at Oshkosh, Wis. by NASA and FAA officials. The competition called for individuals or teams of undergraduate and graduate students from U.S. engineering schools to participate in a major national effort to rebuild the U.S. general aviation sector. Participants were challenged to meet the engineering goals of the Advanced General Aviation Transport Experiment (AGATE) project. For the purpose of the contest, general aviation aircraft are typically defined as single or twin engine (turbine or piston), single-pilot, fixed-wing aircraft for 2 - 6 passengers. The competition seeks to raise student awareness of the importance of general aviation by having students address design challenges for a small aircraft transportation system. NASA, AFRL and the FAA hope to stimulate breakthroughs in technology and their application in the general aviation marketplace. National goals for revitalizing the industry offer excellent, open-ended design challenges with real world applications for the Innovative Design Category. Both individual and team submissions were encouraged. University faculty advisors and students consistently cite the value of this kind of educational experience for their engineering students. Eight proposals were submitted for the 2001 Competition for the Innovative Design Category. Eleven faculty members and 124 students participated. Since inception, more than 785 students and 60 faculty members have participated in the Competition. A review panel comprised of general aviation experts from the FAA, EAA, NASA and industry representatives reviewed the design packages and selected the winners. The VSGC coordinated marketing of the competition to a mailing list which included selected deans and department chairs from ABET-accredited institutions, Space Grant affiliates, faculty who had previously participated in or expressed interest in the Competition, and others.

Source record↗

NASA NTRS2006

Corporate Social Responsibility in Aviation

The dialog within aviation management education regarding ethics is incomplete without a discussion of corporate social responsibility (CSR). CSR research requires discussion involving: (a) the current emphasis on CSR in business in general and aviation specifically; (b) business and educational theory that provide a basis for aviation companies to engage in socially responsible actions; (c) techniques used by aviation and aerospace companies to fulfill this responsibility; and (d) a glimpse of teaching approaches used in university aviation management classes. The summary of this research suggests educators explain CSR theory and practice to students in industry and collegiate aviation management programs. Doing so extends the discussion of ethical behavior and matches the current high level of interest and activity within the aviation industry toward CSR.

Phillips, Edwin D.↗

NASA NTRS2006

Workshop on the Impacts of Aviation on Climate Change

Projections indicate that demand for aviation transportation will increase by more than two fold over the next few decades. Timely action is needed to understand and quantify the potential climate impacts of aviation emissions particularly given the sustained lapse over the last several years in U.S. research activities in this area. In response to the stated needs, a group of international experts participated in the Workshop on the Impacts of Aviation on Climate Change during June 7-9, 2006 in Boston, MA. The workshop focus was on the impacts of subsonic aircraft emissions in the UT/LS region and on the potential response of the climate system. The goals of the workshop were to assess and document the present state of scientific knowledge, to identify the key underlying uncertainties and gaps, to identify ongoing and further research needed, to explore the development of climate impact metrics, and to help focus the scientific community on the aviation-climate change research needs. The workshop concluded that the major ways that aviation can affect climate, in agreement with the 1999 assessment by the Intergovernmental Panel on Climate Change (IPCC), are the direct climate effects from CO2 and water vapor emissions, the indirect forcing on climate resulting from changes in the distributions and concentrations of ozone and methane as a primary consequence of aircraft nitrogen oxide (NOx) emissions, the direct effects (and indirect effects on clouds) from emitted aerosols and aerosol precursors, and the climate effects associated with contrails and cirrus cloud formation. The workshop was organized in three subgroups: (1) Effects of aircraft emissions on the UT/LS chemical composition, (2) Effects of water and particle emissions on contrails and on cirrus clouds, and (3) Impacts on climate from aircraft emissions and identification of suitable metrics to measure these impacts. The workshop participants acknowledged the need for focused research specifically to address the uncertainties and gaps in our understanding of current and projected impacts of aviation on climate and to develop metrics to better characterize these impacts. This may entail coordination and/or expansion of existing and planned climate research programs, or new activities. Such efforts should include strong and continuing interactions among the science and aviation communities as well as policymakers to develop well-informed decisions.

Wuebbles, Don↗

NASA NTRS2007

System for Secure Integration of Aviation Data

The Aviation Data Integration System (ADIS) of Ames Research Center has been established to promote analysis of aviation data by airlines and other interested users for purposes of enhancing the quality (especially safety) of flight operations. The ADIS is a system of computer hardware and software for collecting, integrating, and disseminating aviation data pertaining to flights and specified flight events that involve one or more airline(s). The ADIS is secure in the sense that care is taken to ensure the integrity of sources of collected data and to verify the authorizations of requesters to receive data. Most importantly, the ADIS removes a disincentive to collection and exchange of useful data by providing for automatic removal of information that could be used to identify specific flights and crewmembers. Such information, denoted sensitive information, includes flight data (here signifying data collected by sensors aboard an aircraft during flight), weather data for a specified route on a specified date, date and time, and any other information traceable to a specific flight. The removal of information that could be used to perform such tracing is called "deidentification." Airlines are often reluctant to keep flight data in identifiable form because of concerns about loss of anonymity. Hence, one of the things needed to promote retention and analysis of aviation data is an automated means of de-identification of archived flight data to enable integration of flight data with non-flight aviation data while preserving anonymity. Preferably, such an automated means would enable end users of the data to continue to use pre-existing data-analysis software to identify anomalies in flight data without identifying a specific anomalous flight. It would then also be possible to perform statistical analyses of integrated data. These needs are satisfied by the ADIS, which enables an end user to request aviation data associated with de-identified flight data. The ADIS includes client software integrated with other software running on flight-operations quality-assurance (FOQA) computers for purposes of analyzing data to study specified types of events or exceedences (departures of flight parameters from normal ranges). In addition to ADIS client software, ADIS includes server hardware and software that provide services to the ADIS clients via the Internet (see figure). The ADIS server receives and integrates flight and non-flight data pertaining to flights from multiple sources. The server accepts data updates from authorized sources only and responds to requests from authorized users only. In order to satisfy security requirements established by the airlines, (1) an ADIS client must not be accessible from the Internet by an unauthorized user and (2) non-flight data as airport terminal information system (ATIS) and weather data must be displayed without any identifying flight information. ADIS hardware and software architecture as well as encryption and data display scheme are designed to meet these requirements. When a user requests one or more selected aviation data characteristics associated with an event (e.g., a collision, near miss, equipment malfunction, or exceedence), the ADIS client augments the request with date and time information from encrypted files and submits the augmented request to the server. Once the user s authorization has been verified, the server returns the requested information in de-identified form.

Kulkarni, Deepak↗

NASA NTRS2019

Human Performance Contributions to Safety in Commercial Aviation

In the commercial aviation domain, large volumes of data are collected and analyzed on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on behaviors that contribute to routine successful outcomes, safety management and system design decisions are based on a small sample of non- representative safety data. Analysis of aviation accident data suggests that human error is implicated in up to 80% of accidents, which has been used to justify future visions for aviation in which the roles of human operators are greatly diminished or eliminated in the interest of creating a safer aviation system. However, failure to fully consider the human contributions to successful system performance in civil aviation represents a significant and largely unrecognized risk when making policy decisions about human roles and responsibilities. Opportunities exist to leverage the vast amount of data that has already been collected, or could be easily obtained, to increase our understanding of human contributions to “things going right” in commercial aviation. The principal focus of this assessment was to identify current gaps and explore methods for identifying human “success” data generated by the aviation system, from personnel and within the supporting infrastructure.

Holbrook, Jon B.↗

NASA NTRS2016

Towards Autonomous Aviation Operations: What Can We Learn from Other Areas of Automation?

Rapid advances in automation has disrupted and transformed several industries in the past 25 years. Automation has evolved from regulation and control of simple systems like controlling the temperature in a room to the autonomous control of complex systems involving network of systems. The reason for automation varies from industry to industry depending on the complexity and benefits resulting from increased levels of automation. Automation may be needed to either reduce costs or deal with hazardous environment or make real-time decisions without the availability of humans. Space autonomy, Internet, robotic vehicles, intelligent systems, wireless networks and power systems provide successful examples of various levels of automation. NASA is conducting research in autonomy and developing plans to increase the levels of automation in aviation operations. This paper provides a brief review of levels of automation, previous efforts to increase levels of automation in aviation operations and current level of automation in the various tasks involved in aviation operations. It develops a methodology to assess the research and development in modeling, sensing and actuation needed to advance the level of automation and the benefits associated with higher levels of automation. Section II describes provides an overview of automation and previous attempts at automation in aviation. Section III provides the role of automation and lessons learned in Space Autonomy. Section IV describes the success of automation in Intelligent Transportation Systems. Section V provides a comparison between the development of automation in other areas and the needs of aviation. Section VI provides an approach to achieve increased automation in aviation operations based on the progress in other areas. The final paper will provide a detailed analysis of the benefits of increased automation for the Traffic Flow Management (TFM) function in aviation operations.

Sridhar, Banavar↗

DOE OSTI2025

Soot formation and precursor chemistry in Counterflow flames of aviation fuel surrogates

To meet market demands, the aviation sector is interested in utilizing drop-in Synthetic Aviation Turbine Fuels (SATF), either as neat fuels or in blends with conventional Jet A. SATF currently approved in standard specifications may have lower aromatic content with significant fractions of normal, branched, and cyclo-alkanes. Fundamental studies on soot formation from aviation fuels (Jet A, SATF) and their surrogate components are essential to understand how fuel composition influences soot and soot precursor formation. Here, this study reports new measurements of polycyclic aromatic hydrocarbons (PAH) and soot in counterflow diffusion flames (CDFs) of aviation fuel surrogates. Both intrusive and non-intrusive diagnostics are employed to determine the profiles of temperature, gas phase species, PAHs (up to C16), and soot volume fraction (SVF) in CDFs of iso-octane and surrogate mixtures. These measurements shed light on the transition of soot precursors to primary soot particles. In addition to serving as a common surrogate component in Jet A surrogate mixtures, iso-octane is a template species for larger, less volatile branched alkanes found in SATF mixtures. The newly developed Lawrence Livermore National Laboratory (LLNL) PAH and soot model successfully captures temperature, precursor species, and SVF profiles for the mixtures and conditions discussed in this work. Finally, a high-fidelity surrogate for Jet A is proposed that matches targeted physical and chemical properties well, while leveraging the wide range of candidate fuel molecules available in the LLNL detailed chemical model. The proposed surrogate formulation is validated against newly acquired measurements of the surrogate and literature measurements of Jet A. These new experiments and simulations provide critical insights into the PAH and soot formation from aviation fuels. Reaction pathways which require further investigation are highlighted, such that future work may bridge the remaining quantitative gaps in predicting soot formation from aviation fuel surrogates and surrogate components.

Aviation fuels↗

NASA NTRSDate not supplied

A Data-Driven Approach to Recognizing and Understanding Human Contributions to Aviation Safety

Data-driven decisions about safety management and design of safety-critical systems are limited by the available data, which influence, and are influenced by, how decision makers characterize problems and identify solutions. In the commercial aviation domain, large volumes of data are collected and analyzed on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on safety-producing behaviors, safety management and system design decisions are based on a small sample of non-representative safety data. Analysis of aviation accident data suggests that human error is implicated in up to 80% of accidents, which has been used to justify future visions for aviation in which the roles of human operators are greatly diminished or eliminated in the interest of creating a safer aviation system. However, failure to fully consider the human contributions to aviation safety represents a significant and largely unrecognized risk when making policy decisions about safety management and system design. Opportunities exist to leverage the vast amount of data that have already been collected, or could be easily obtained, to increase our understanding of human contributions to safety in commercial aviation. This presentation will focus on those opportunities as well as the challenges associated with collecting and analyzing data on operators’ safety-producing behaviors.

Safety↗

NASA NTRS1988

Human factors in aviation

The fundamental principles of human-factors (HF) analysis for aviation applications are examined in a collection of reviews by leading experts, with an emphasis on recent developments. The aim is to provide information and guidance to the aviation community outside the HF field itself. Topics addressed include the systems approach to HF, system safety considerations, the human senses in flight, information processing, aviation workloads, group interaction and crew performance, flight training and simulation, human error in aviation operations, and aircrew fatigue and circadian rhythms. Also discussed are pilot control; aviation displays; cockpit automation; HF aspects of software interfaces; the design and integration of cockpit-crew systems; and HF issues for airline pilots, general aviation, helicopters, and ATC.

Wiener, Earl L.↗

NASA NTRS1999

National General Aviation Design Competition Guidelines 1999-2000 Academic Year

The National Aeronautics and Space Administration (NASA), the Federal Aviation Administration (FAA) and the Air Force Research Laboratory are sponsoring a National General Aviation Design Competition for students at U.S. aeronautical and engineering universities for the 1999-2000 academic year. The competition challenges individuals and teams of undergraduates and/ or graduate students, working with faculty advisors, to address design challenges for general aviation aircraft. Now in its sixth year, the competition seeks to increase the involvement of the academic community in the revitalization of the U.S. general aviation industry while providing real-world design and development experiences for students. It allows university students to participate in a major national effort to rebuild the U.S. general aviation sector while raising student awareness of the value of general aviation for business and personal use , and its economic relevance. Faculty and student participants have indicated that the open-ended design challenges offered by the competition have provided the basis for quality educational experiences.

Source record↗

NASA NTRS2000

AWE: Aviation Weather Data Visualization Environment

Weather is one of the major causes of aviation accidents. General aviation (GA) flights account for 92% of all the aviation accidents, In spite of all the official and unofficial sources of weather visualization tools available to pilots, there is an urgent need for visualizing several weather related data tailored for general aviation pilots. Our system, Aviation Weather Data Visualization Environment AWE), presents graphical displays of meteorological observations, terminal area forecasts, and winds aloft forecasts onto a cartographic grid specific to the pilot's area of interest. Decisions regarding the graphical display and design are made based on careful consideration of user needs. Integral visual display of these elements of weather reports is designed for the use of GA pilots as a weather briefing and route selection tool. AWE provides linking of the weather information to the flight's path and schedule. The pilot can interact with the system to obtain aviation-specific weather for the entire area or for his specific route to explore what-if scenarios and make "go/no-go" decisions. The system, as evaluated by some pilots at NASA Ames Research Center, was found to be useful.

Spirkovska, Lilly↗

NASA NTRS2001

Unequal Bargaining? Australia's Aviation Trade Relations with the United States

International aviation trade bargaining is distinguished by its use of a formal process of bilateral bargaining based on the reciprocal exchange of rights by states. Australia-United States aviation trade relations are currently without rancour, but this has not always been the case and in the late 1980s and early 1990s, their formal bilateral aviation negotiations were a forum for a bitter conflict between two competing international aviation policies. In seeking to explain the bilateral aviation outcomes between Australia and the United States and how Australia has sought to improve upon these, analytical frameworks derived from international political economy were considered, along with the bilateral bargaining process itself. The paper adopts a modified neorealist model and concludes that to understand how Australia has sought to improve upon these aviation outcomes, neorealist assumptions that relative power capabilities determine outcomes must be qualified by reference to the formal bilateral bargaining process. In particular, Australia's use of this process and its application of certain bargaining tactics within that process remain critical to understanding bilateral outcomes.

Solomon, Russell↗

NASA NTRS2002

NASA Aviation Safety Program Weather Accident Prevention/weather Information Communications (WINCOMM)

Weather is a contributing factor in approximately 25-30 percent of general aviation accidents. The lack of timely, accurate and usable weather information to the general aviation pilot in the cockpit to enhance pilot situational awareness and improve pilot judgment remains a major impediment to improving aviation safety. NASA Glenn Research Center commissioned this 120 day weather datalink market survey to assess the technologies, infrastructure, products, and services of commercial avionics systems being marketed to the general aviation community to address these longstanding safety concerns. A market survey of companies providing or proposing to provide graphical weather information to the general aviation cockpit was conducted. Fifteen commercial companies were surveyed. These systems are characterized and evaluated in this report by availability, end-user pricing/cost, system constraints/limits and technical specifications. An analysis of market survey results and an evaluation of product offerings were made. In addition, recommendations to NASA for additional research and technology development investment have been made as a result of this survey to accelerate deployment of cockpit weather information systems for enhancing aviation safety.

Feinberg, Arthur↗

NASA NTRS2007

The Council on Aviation Accreditation: Contemporary Issues - Part 2

The Council on Aviation Accreditation (CAA) was established in 1988 in response to the need for formal, specialized accreditation of aviation academic programs, as expressed by institutional members of the University Aviation Association (UAA). The first aviation programs were accredited by the CAA in 1992, and today, the CAA lists 60 accredited programs at 21 institutions nationwide. Although the number of accredited programs has steadily grown, there are currently only 20 percent of UAA member institutions with CAA accredited programs. In an effort to further understand this issue, a case study of the CAA was performed, which resulted in a two-part case study report. Part one addressed the historical foundation of the organization and the current environment in which the CAA functions. Part two focuses on the following questions: (a) what are some of the costs to a program seeking CAA accreditation (b) what are some fo the benefits of being CAA accredited; (c) why do programs seek CAA accreditation; (d) why do programs choose no to seek CAA accreditation; (e) what role is the CAA playing in the international aviation academic community; and (f) what are some possible strategies the CAA may adopt to enhance the benefits of CAA accreditation and increase the number of CAA accredited programs. This second part allows for a more thorough understanding of the contemporary issued faced by the organization, as well as alternative strategies for the CAA to consider in an effort to increase the number of CAA accredited programs and more fully fulfill the role of the CAA in the collegiate aviation community.

Prather, C. Daniel↗

NASA NTRS2009

Synthetic and Biomass Alternate Fueling in Aviation

While transportation fueling can accommodate a broad range of alternate fuels, aviation fueling needs are specific, such as the fuel not freezing at altitude or become too viscous to flow properly or of low bulk energy density that shortens range. The fuel must also be compatible with legacy aircraft, some of which are more than 50 years old. Worldwide, the aviation industry alone uses some 85-95 billion gallons of hydrocarbon-based fossil fuel each year, which is about 10% of the transportation industry. US civil aviation alone consumes nearly 14 billion gallons. The enormity of the problem becomes overwhelming, and the aviation industry is taking alternate fueling issues very seriously. Biofuels (algae, cyanobacteria, halophytes, weeds that use wastelands, wastewater and seatwater), when properly sourced, have the capacity to be drop-in fuel replacements for petroleum fuels. As such, biojet from such sources solves the aviation CO2 emissions issue without the downsides of 'conventional' biofuels, such as competing with food and fresh water resources. Of the many current fundamental problems, the major biofuel problem is cost. Both research and development and creative engineering are required to reduce these biofuels costs. Research is also ongoing in several 'improvement' areas including refining/processing and biologics with greater disease resistance, greater bio-oil productivity, reduced water/nutrient requirements, etc. The authors' current research is aimed at aiding industry efforts in several areas. They are considering different modeling approaches, growth media and refining approaches, different biologic feedstocks, methods of sequestering carbon in the processes, fuel certification for aviation use and, overall, ensuring that biofuels are feasible from all aspects - operability, capacity, carbon cycle and financial. The authors are also providing common discussion grounds/opportunities for the various parties, disciplines and concerned organization to share both issues and potential ways for moving forward, and overall, trying to educate those concerned about the innate limitations of 'conventional' biofuels and the solutions provided by non-traditional feedstocks that used waste lands/water or saline/salt water have an immense capacity potential.

Hendricks, R. C.↗

NASA NTRS2010

Aviation Frontiers: On-Demand Aircraft

Throughout the 20th Century, NASA has defined the forefront of aeronautical technology, and the aviation industry owes much of its prosperity to this knowledge and technology. In recent decades, centralized aeronautics has become a mature discipline, which raises questions concerning the future aviation innovation frontiers. Three transformational aviation capabilities, bounded together by the development of a Free Flight airspace management system, have the potential to transform 21st Century society as profoundly as civil aviation transformed the 20th Century. These mobility breakthroughs will re-establish environmental sustainable centralized aviation, while opening up latent markets for civil distributed sensing and on-demand rural and regional transportation. Of these three transformations, on-demand aviation has the potential to have the largest market and productivity improvement to society. The information system revolution over the past 20 years shows that vehicles lead, and the interconnecting infrastructure to make them more effective follows; that is, unless on-demand aircraft are pioneered, a distributed Air Traffic Control system will likely never be established. There is no single technology long-pole that will enable on-demand vehicle solutions. However, fully digital aircraft that include electric propulsion has the potential to be a multi-disciplinary initiator of solid state technologies that can provide order of magnitude improvements in the ease of use, safety/reliability, community and environmental friendliness, and affordability.

Moore, Mark D.↗