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At least 1,153 records · Page 64
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Quantifying Pilot Contribution to Flight Safety during Drive Shaft Failure

Accident statistics cite the flight crew as a causal factor in over 60% of large transport aircraft fatal accidents. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. The latter statement, while generally accepted, cannot be verified because little or no quantitative data exists on how and how many accidents/incidents are averted by crew actions. A joint NASA/FAA high-fidelity motion-base simulation experiment specifically addressed this void by collecting data to quantify the human (pilot) contribution to safety-of-flight and the methods they use in today's National Airspace System. A human-in-the-loop test was conducted using the FAA's Oklahoma City Flight Simulation Branch Level D-certified B-737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to aircraft system failures. These data are fundamental to and critical for the design and development of future increasingly autonomous systems that can better support the human in the cockpit. Eighteen U.S. airline crews flew various normal and non-normal procedures over a two-day period and their actions were recorded in response to failures. To quantify the human's contribution to safety of flight, crew complement was used as the experiment independent variable in a between-subjects design. Pilot actions and performance during single pilot and reduced crew operations were measured for comparison against the normal two-crew complement during normal and non-normal situations. This paper details the crew's actions, including decision-making, and responses while dealing with a drive shaft failure - one of 6 non-normal events that were simulated in this experiment.

Kramer, Lynda J.↗
NASA NTRS2017

Assessment of Air Traffic Controller Acceptability of Aircrew Route Change Requests

NASA developed the traffic aware strategic aircrew requests concept for a cockpit automation that identifies route improvements and advises the aircrew to request the change from the air traffic controller. In order to increase the chance of air traffic control approval, the automation ensures that the route is clear of known traffic, weather, and airspace restrictions. Hence the technology is anticipated to provide benefits in areas such as flight efficiency, flight schedule compliance, passenger comfort, and pilot and controller workload. In support of a field trial of a prototype of the technology, observations were conducted at the Atlanta and Jacksonville air traffic control centers to identify the main factors that affect the acceptability of aircrew requests by air traffic controllers. Observers shadowed air traffic controllers as the test flight pilot made pre-scripted requests to invoke acceptability issues and then they interviewed voluntarily fifty controllers with experience ranging from one to thirty-five years. The most common reason for rejecting requests is conflicting with traffic followed by violating air traffic procedures, increasing sector workload, and conflicting with major arrival and departure flows and flow restrictions. Quantitative parameters such as the distance that a route should maintain from sector boundaries and special use airspace were identified and recommended for inclusion in the automation.

Flight Optimization; Field Trial↗
NASA NTRS2017

Assessment of Air Traffic Controller Acceptability of Aircrew Route Change Requests

NASA developed the traffic aware strategic aircrew requests concept for a cockpit automation that identifies route improvements and advises the aircrew to request the change from the air traffic controller. In order to increase the chance of air traffic control approval, the automation ensures that the route is clear of known traffic, weather, and airspace restrictions. Hence the technology is anticipated to provide benefits in areas such as flight efficiency, flight schedule compliance, passenger comfort, and pilot and controller workload. In support of a field trial of a prototype of the technology, observations were conducted at the Atlanta and Jacksonville air traffic control centers to identify the main factors that affect the acceptability of aircrew requests by air traffic controllers. Observers shadowed air traffic controllers as the test flight pilot made pre-scripted requests to invoke acceptability issues and then they interviewed voluntarily fifty controllers with experience ranging from one to thirty-five years. The most common reason for rejecting requests is conflicting with traffic followed by violating air traffic procedures, increasing sector workload, and conflicting with major arrival and departure flows and flow restrictions. Quantitative parameters such as the distance that a route should maintain from sector boundaries and special use airspace were identified and recommended for inclusion in the automation.

Flight Optimization; Field Trial↗
NASA NTRS2016

Deploying a Route Optimization EFB Application for Commercial Airline Operational Trials

The Traffic Aware Planner (TAP), developed for NASA Langley Research Center to support the Traffic Aware Strategic Aircrew Requests (TASAR) project, is a flight-efficiency software application developed for an Electronic Flight Bag (EFB). Tested in two flight trials and planned for operational testing by two commercial airlines, TAP is a real-time trajectory optimization application that leverages connectivity with onboard avionics and broadband Internet sources to compute and recommend route modifications to flight crews to improve fuel and time performance. The application utilizes a wide range of data, including Automatic Dependent Surveillance Broadcast (ADS-B) traffic, Flight Management System (FMS) guidance and intent, on-board sensors, published winds and weather, and Special Use Airspace (SUA) schedules. This paper discusses the challenges of developing and deploying TAP to various EFB platforms, our solutions to some of these challenges, and lessons learned, to assist commercial software developers and hardware manufacturers in their efforts to implement and extend TAP functionality in their environments. EFB applications (such as TAP) typically access avionics data via an ARINC 834 Simple Text Avionics Protocol (STAP) server hosted by an Aircraft Interface Device (AID) or other installed hardware. While the protocol is standardized, the data sources, content, and transmission rates can vary from aircraft to aircraft. Additionally, the method of communicating with the AID may vary depending on EFB hardware and/or the availability of onboard networking services, such as Ethernet, WIFI, Bluetooth, or other mechanisms. EFBs with portable and installed components can be implemented using a variety of operating systems, and cockpits are increasingly incorporating tablet-based technologies, further expanding the number of platforms the application may need to support. Supporting multiple EFB platforms, AIDs, avionics datasets, and user interfaces presents a challenge for software developers and the management of their code baselines. Maintaining multiple baselines to support all deployment targets can be extremely cumbersome and expensive. Certification also needs to be considered when developing the application. Regardless of whether the software is itself destined to be certified, data requirements in support of the application and user interface elements may introduce certification requirements for EFB manufacturers and the airlines. The example of TAP, the challenges faced, solutions implemented, and lessons learned will give EFB application and hardware developers insight into future potential requirements in deploying TAP or similar flight-deck EFB applications.

Roscoe, David A.↗
NASA NTRS2018

Piloted Simulator Evaluation Results of Flight Physics Based Stall Recovery Guidance

In recent studies, it has been observed that loss of control in flight is the most frequent primary cause of accidents. A significant share of accidents in this category can be remedied by upset prevention if possible, and by upset recovery if necessary, in this order of priorities. One of the most important upsets to be recovered from is stall. Recent accidents have shown that a correct stall recovery maneuver remains a big challenge in civil aviation, partly due to a lack of pilot training. A possible strategy to support the flight crew in this demanding context is calculating a recovery guidance signal, and showing this signal in an intuitive way on one of the cockpit displays, for example by means of the flight director. Different methods for calculating the recovery signal, one based on fast model predictive control and another using an energy based approach, have been evaluated in four relevant operational scenarios by experienced commercial as well as test pilots in the Vertical Motion Simulator at NASA Ames Research Center. Evaluation results show that this approach could be able to assist the pilots in executing a correct stall recovery maneuver.

Lombaerts, Thomas↗
NASA NTRS2016

Developing an Adaptable NextGen Interface for the UAS Ground Control Station

Presently a significant number of unmanned aircraft are not included in the existing National Airspace System surveillance system. This is due to many reasons including an inability to carry Automatic Dependent Surveillance Broadcast equipment for weight or power consumption deficiencies, legacy equipment usage, and the experimental nature of unmanned aircraft. In addition, pilots on the ground do not have the situation awareness to proximal aircraft pilots in the cockpit have. However, many unmanned aircraft utilize a link between the aircraft and ground control station that includes periodic updates to the aircraft position. Technologies have been developed to provide the existing national surveillance system with the location of the aircraft while at the same time providing the ground pilot a display with aircraft that are in the aircrafts proximity, thus expanding the national surveillance data as well as provide increased pilot situation awareness.

surveillance↗
NASA NTRS2018

Design, Development, and Flight Evaluation of Pilot Displays and Long-Track Control for Wake Surfing Applications

From April to May 2017, the National Aeronautics and Space Administration Armstrong Flight Research Center completed a series of flights with a trail C-20A airplane surfing in the wake of a Gulfstream III airplane using a commercially available datalink as the primary communication between the two aircraft. The purpose of this test was to characterize the aerodynamic benefits received by the trail airplane flying in the upwash portion of the wake generated from the lead airplane. Lateral and vertical relative position to the wake were automatically controlled through an experimental programmable autopilot on the C-20A airplane. Long-track, the separation distance between the two aircraft, was maintained by test pilots managing throttle position using customized cockpit displays. These displays provided the pilots with throttle cues for maintaining long-track position and situational awareness of the wake vortex relative to the position of the trail airplane. Flight testing demonstrated the ability of the pilots to use these displays to maintain a safe long-track distance, but found there to be trades between tracking performance and the frequency of throttle motion. The wake awareness display provided the pilots with adequate situational awareness of the wake vortex during the flight experiment. This paper presents a summary of the design, development, and flight evaluation of the pilot displays and long-track control.

aircraft↗
NASA NTRS2018

Crew Resource Management for Automated Teammates (CRM-A)

Crew Resource Management (CRM) is the application of human factors knowledge and skills to ensure that teams make effective use of all resources. This includes ensuring that pilots bring in opinions of other teammates and utilize their unique capabilities. CRM was originally developed 40 years ago in response to a number of airline accidents in which the crew was found to be at fault. The goal was to improve teamwork among airline cockpit crews. The notion of "team" was later expanded to include cabin crew and ground resources. CRM has also been adopted by other industries, most notably medicine. Automation research now finds itself faced with similar issues to those faced by aviation 40 years ago: how to create a more robust system by making full use of both the automation and its human operators. With advances in machine intelligence, processing speed and cheap and plentiful memory, automation has advanced to the point that it can and should be treated as a teammate to fully take advantage of its capabilities and contributions to the system. This area of research is known as Human-Autonomy Teaming (HAT). Research on HAT has identified reusable patterns that can be applied in a wide range of applications. These patterns include features such as bi-directional communication and working agreements. This paper will explore the synergies between CRM and HAT. We believe that HAT research has much to learn from CRM and that there are benefits to expanding CRM to cover automation.

Crew Resource Management↗
NASA NTRS2018

The Story of Multitasking

Multitasking is endemic in modern life and work: drivers talk on cell phones, office workers type while answering phone calls, students do homework while text messaging...but, nurses also prepare injections while responding to doctor's calls, and air traffic controllers direct aircraft in one sector while handling aircraft additional traffic in another. Whether in daily life or at work, we are constantly bombarded with multiple, concurrent interruptions and demands and we have all somehow come to believe in the myth that we can, and in fact are expected to, easily address them all - without any repercussions. Accumulating However, accumulating scientific evidence is now suggesting that multitasking increases the probability of human error. This talk presents a set of NASA studies that characterize concurrent demands in one work domain, routine airline cockpit operations, in order to illustrate the ways operational task demands together with the natural proclivity to manage them all concurrently make human performance in this and in any work domain vulnerable to potentially serious errors and to accidents.

Barshi, Immanuel↗
NASA NTRS2018

Initial Implementation and Operational Use of TASAR in Alaska Airlines Flight Operations

NASA has been developing and testing the Traffic Aware Strategic Aircrew Requests (TASAR) concept for aircraft operations featuring a NASA-developed cockpit automation tool, the Traffic Aware Planner (TAP), which computes route changes compatible with nearby traffic and airspace constraints to improve flight efficiency. The TAP technology is anticipated to save fuel, flight time, and operating costs and thereby provide immediate and pervasive benefits to the aircraft operator. Alaska Airlines is partnered with NASA to implement and evaluate TASAR in revenue service. This paper will describe activities undertaken to achieve TASAR operational status at Alaska Airlines, and it will present preliminary results from initial flight operations.

Wing, David J.↗
NASA NTRS2018

Method and Apparatus for Providing In-Flight Pilot Interface for Trajectory Optimization

Systems and methods of an in-cockpit flight trajectory modification system for an aircraft are provided. A receiver is capable of receiving flight-related hazard information. A traffic aware planner (TAP) module is operably connected to the receiver to receive the flight-related hazard information. A user interface device is operably connected to the TAP module on board the aircraft to provide trajectory information associated with the aircraft and to receive user input corresponding to a request for a revised trajectory. A TAP application is capable of calculating one or more revised trajectories for the aircraft based at least on active trajectory information of the aircraft and the flight-related hazard information. The user interface device may be configured to display information related to the one or more revised trajectories, including a graphic display of the active trajectory and at least one revised trajectory in a visualization panel of the user interface device.

Burke, Kelly Ann↗
NASA NTRS2018

Verifying Implementation of the Dryden Turbulence Model and MIL-F-8785 Gust Gradient

Turbulence modeling in human-in-the-loop simulation is important to assessing aircraft handling qualities and pilot performance and to provide additional realism for pilot training. In the simulation community, the Dryden turbulence spectra is a popular choice for modeling the linear turbulent gusts because its rational form is efficiently reproduced by passing white noise through linear filters. The MIL-F-8785 gust gradients similarly use additional linear filters to model the gradient of the turbulent gust over the wing, and it represents the gust gradients as perturbations to the air-relative rotational rates. The Cockpit Motion Facility at NASA Langley Research Center (LaRC) models continuous random turbulence using the Dryden one-dimensional spectra and MIL-F-8785 gust gradient. The facility recently reviewed and updated its verification of these models as part of an initiative to improve motion cueing under turbulence. This exercise introduced improved methods for verifying the turbulence models and led to rediscovery of model assumptions that informed improvements to implementation.

Madden, Michael M.↗
NASA NTRS2014

Human Factor Challenges of Remotely Piloted Aircraft

The control stations of many unmanned systems have been characterized by inadequate human-system interfaces. Some of the interface problems may have been prevented had an existing regulation or cockpit design principle been applied. In other cases, the design problems may indicate a lack of suitable guidance material. The human factors of unmanned operations will be reviewed, and a NASA program to develop human-factor guidelines for control stations will be described. To be effective, guidelines must be relevant to a wide range of systems, must not be overly prescriptive, and must not impose premature standardization on evolving technologies. Several types of guidelines are described. These relate to required capabilities, information requirements, properties of the human machine interface, and general cognitive engineering principles.

Hobbs, Alan↗
NASA NTRS2014

Simulation Technology at NASA

NASA Ames Research Center is home to several high-fidelity research flight and air-traffic control simulation facilities which, together with an experienced workforce, produce high-quality research data and findings that have proven to be applicable in the real world. These assets include the Vertical Motion Simulator (VMS), Crew Vehicle Systems Research Facility (CVSRF), Future Flight Central (FFC) air traffic control tower simulator, and several air-traffic control (ATC) simulators. The VMS combines a high-fidelity simulation capability with an adaptable simulation environment, enabling customization for numerous human-in-the-loop research applications. The distinctive feature of the VMS is its unparalleled large amplitude, high-fidelity motion capability. In over 30 years of continuous operation, the VMS has contributed significantly to the body of knowledge in a range of disciplines directly benefiting several aerospace programs and flight safety, including the design and development of flight control systems for the Joint Strike Fighter, Space Shuttle Orbiter, and rotorcraft. It continues to be used for researching new vehicle configurations, vehicle control and safety, transfer-of-training, etc., by NASA, other government agencies, and Industry.The CVSRF includes two motion-based flight simulators: a Boeing 747-400 full flight simulator and the reconfigurable Advanced Concepts Flight Simulator (ACFS). These simulators are primarily used to research air-traffic management concepts and procedures, advanced navigation and avionics concepts, and cockpit human factors. FFC is a full-sized control tower simulator with a 360-degree external field-of-view display system and reconfigurable system architecture. FFC and the ATC simulators are used for testing air-traffic management automation and decision support tools and demonstrate their feasibility in a realistic environment prior to technology transfer for implementation in the National Airspace System (NAS).To support integrated simulations and flight-tests for NASA's Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) Project, NASA developed a distributed test environment incorporating Live, Virtual, Constructive, (LVC) concepts. Development of the software enabling the LVC is conducted primarily at the Distributed Simulation Research Lab (DSRL) at NASA Ames. The LVC components provide the core infrastructure supporting simulation of UAS operations by integrating live and virtual aircraft in a realistic air traffic environment. This provides the ability to conduct tests more efficiently by promoting the use of existing distributed assets. The LVC infrastructure was used in several human-in-the-loop simulations to evaluate acceptance of Detect and Avoid (DAA) advisories used by UAS pilots to maintain well clear of other virtual traffic and to negotiate maneuvers with air traffic control. It is currently being used to support testing of self-separation algorithms between unmanned and manned aircraft in live flight. Further simulations with more comprehensive air traffic scenarios mixing live and virtual aircraft is planned.In the current fiscal environment, maintaining and upgrading these high-fidelity simulation assets and retaining the skilled workforce necessary to meet future research needs is the primary non-technical challenge.

CVSRF↗
NASA NTRS2016

Sizing a Common Habitat for Multiple Environments and Mission Durations

A human mission to Mars and other deep space destinations will require a consistent habitation strategy that applies to disparate environments preferably using multiples of identical hardware. The crew will endure high-g forces during launch, microgravity during transit, and various partial gravities on the destination planet, moon, or asteroid. Habitable volume will likely need to be broken up into smaller modules that do not exceed the capacity of launch vehicles and entry-descent-landing technologies. Though it may be possible to design a different unique, optimized habitat for each environment that the crew may encounter, it is more likely that space agencies and other mission sponsors will only have the resources to develop and produce single multi-use hardware that can be used equally well in all environments, with minimal adaptation by the crew. When sizing habitable volume, mission duration and number of crew become important factors to consider. For example, a pressurized rover cabin may only need to support two crew members for a few days at a time, requiring less volume than a habitat that must support the same number of persons for an entire year. In this study the authors consider constraining factors such as launch vehicle capacity, mission duration, crew size, and Mars lander capacity and study how to divide total pressurized volume, subsystems, equipment, consumables, and supplies into multiple manifests. Preference has been given to solutions that use multiples of identical modules over unique optimized volumes. For example at one extreme, can all the habitat pressure vessels, logistic modules, Mars ascent stage cabins, rover cabins, and airlocks be constructed from multiples of the same small-diameter cylindrical modules? On the other extreme, can logistics, habitation volume, mobility, all be enclosed in a single monolithic volume habitat design? Though there may be advantages and disadvantages to either extreme, the conclusion of this study is that most functions can be distilled into two sizes for hardware: multiples of large diameter modules that generally stay in one place, and multiples of smaller volume cabins that can be moved around or function as cockpits for ascent stages, support vehicles, rovers, airlocks, and logistics delivery.

Howe, A Scott↗
NASA NTRS2017

R2U2: Tool Overview

R2U2 (Realizable, Responsive, Unobtrusive Unit) is an extensible framework for runtime System HealthManagement (SHM) of cyber-physical systems. R2U2 can be run in hardware (e.g., FPGAs), or software; can monitorhardware, software, or a combination of the two; and can analyze a range of different types of system requirementsduring runtime. An R2U2 requirement is specified utilizing a hierarchical combination of building blocks: temporal formula runtime observers (in LTL or MTL), Bayesian networks, sensor filters, and Boolean testers. Importantly, the framework is extensible; it is designed to enable definitions of new building blocks in combination with the core structure. Originally deployed on Unmanned Aerial Systems (UAS), R2U2 is designed to run on a wide range of embedded platforms, from autonomous systems like rovers, satellites, and robots, to human-assistive ground systems and cockpits. R2U2 is named after the requirements it satisfies; while the exact requirements vary by platform and mission, the ability to formally reason about realizability, responsiveness, and unobtrusiveness is necessary for flight certifiability, safety-critical system assurance, and achievement of technology readiness levels for target systems. Realizability ensures that R2U2 is suficiently expressive to encapsulate meaningful runtime requirements while maintaining adaptability to run on different platforms, transition between different mission stages, and update quickly between missions. Responsiveness entails continuously monitoring the system under test, real-time reasoning, reporting intermediate status, and as-early-as-possible requirements evaluations. Unobtrusiveness ensures compliance with the crucial properties of the target architecture: functionality, certifiability, timing, tolerances, cost, or other constraints.

Rozier, Kristin Y.↗
NASA NTRS2019

Initial TASAR Operations Onboard Alaska Airlines

NASA and Alaska Airlines jointly conducted an operational evaluation of NASA’s Traffic Aware Strategic Aircrew Request (TASAR) concept. Featuring a NASA-developed cockpit automation tool, the Traffic Aware Planner (TAP), and leveraging the emerging “connected aircraft” architecture, TASAR enables pilots to identify route changes compatible with nearby traffic and airspace constraints that improve flight efficiency and are more likely to receive Air Traffic Control approval. TASAR was developed in anticipation of saving fuel and flight time, thereby providing immediate and pervasive benefits to the aircraft operator. Following a previously reported, extensive program of integration and preliminary in-flight testing, the operational evaluation of TASAR in revenue service by Alaska Airlines took place from July 2018 to April 2019. This paper describes the operational evaluation, the methodology for quantifying operational benefits, preliminary benefit results, and other unexpected impacts of TASAR operations during revenue flights. Based on the subset of data available at publication, preliminary estimated benefits averaged about $92 per flight across all flights including those without benefit. Identified factors indicate the estimated benefit per flight was likely a conservative estimate. Benefit categories including home runs, cumulative small gains, and plan validation benefits are illustrated with specific examples observed during the operational evaluation.

Wing, David J.↗