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At least 145 records · Page 8

Developing Collective Training for Small Unmanned Aerial Systems Employment

The projected use of small unmanned aerial systems (SUAS) in military operations will produce training requirements which go beyond current capabilities. The paper describes the development of prototype training procedures and accompanying research simulations to address this need. We initially constructed a testbed to develop simulation-based training for an SUAS operator equipped with a simulated vertical-lift and land SUAS. However, the required training will go beyond merely training an operator how to pilot an SUAS. In addition to tactics, techniques, and procedures for employment of SUASs, collective training methods must be trained. Moreover, the leader of a unit equipped with SUAS will need to learn how to plan missions which incorporate the SUAS, and take into account air space and frequency management considerations. The demands of the task require the leader to allocate personnel to the SUAS mission, communicate and coordinate with those personnel during the mission, and make use of the information provided. To help address these training issues, we expanded our research testbed to include a command and control node (C2 node), to enable communications between a leader and the SUAS operator. In addition, we added a virtual environment in which dismounted infantry missions can be conducted. This virtual environment provides the opportunity for interactions among human-controlled avatars and non-player characters (NPCs), plus authoring tools to construct scenarios. Using these NPCs, a collective exercise involving friendly, enemy, and civilian personnel can be conducted without the need for a human role-player for every entity. We will describe the results of our first experiment, which examined the ability of players to negotiate use of the C2 node and the virtual environment at the same time, in order to see if this is a feasible combination of tools for training development.

Durlach, Paula J.↗

Considerations for Department of Defense Implementation of Zero-Emission Vehicles and Charging Infrastructure

This guide provides a roadmap to comply with Executive Order (EO) 14057 requirements and transition to a zero-emission vehicle (ZEV) fleet efficiently and quickly. EO 14057 on Catalyzing Clean Energy Industries and Jobs Through Federal Sustainability requires the Department of Defense (DoD) to transition its non-tactical vehicles to a 100% ZEV fleet, including 100% of light-duty acquisitions by 2027 and 100% of medium- and heavy-duty acquisitions by 2035. The report covers planning for ZEVs and electric vehicle supply equipment (EVSE), roles and responsibilities of key stakeholders in designing EVSE, and execution issues including acquisition, installation, and ongoing fleet management.

33 ADVANCED PROPULSION SYSTEMS↗

National Rocket Propulsion Materials Plan: A NASA, Department of Defense, and Industry Partnership

NASA, Department of Defense, and rocket propulsion industry representatives are working together to create a national rocket propulsion materials development roadmap. This "living document" will facilitate collaboration among the partners, leveraging of resources, and will be a highly effective tool for technology development planning. The structuring of the roadmap, and development plan, which will combine the significant efforts of the Integrated High Payoff Rocket Propulsion Technology (IHPRPT) Program, and NASA's Integrated Space Transportation Plan (ISTP), is being lead by the IHPRPT Materials Working Group (IMWG). The IHPRPT Program is a joint DoD, NASA, and industry effort to dramatically improve the nation's rocket propulsion capabilities. This phased program is structured with increasingly challenging goals focused on performance, reliability, and cost to effectively double rocket propulsion capabilities by 2010. The IHPRPT program is focused on three propulsion application areas: Boost and Orbit Transfer (both liquid rocket engines and solid rocket motors), Tactical, and Spacecraft. Critical to the success of this initiative is the development and application of advanced materials, processes, and manufacturing technologies. NASA's ISTP is a comprehensive strategy focusing on the aggressive safety, reliability, and affordability goals for future space transportation systems established by the agency. Key elements of this plan are the 2 nd and 3 d Generation Reusable Launch Vehicles (RLV). The affordability and safety goals of these generational systems are, respectively, 10X cheaper and 100X safer by 2010, and 100X cheaper and 10,000X safer by 2025. Accomplishment of these goals requires dramatic and sustained breakthroughs, particularly in the development and the application of advanced material systems. The presentation will provide an overview of the IHPRPT materials initiatives, NASA's 2nd and 3 rd Generation RLV propulsion materials projects, and the approach for the development of the national rocket propulsion materials roadmap.

Clinton, Raymond G., Jr.↗

The Monotonic Lagrangian Grid for Rapid Air-Traffic Evaluation

The Air Traffic Monotonic Lagrangian Grid (ATMLG) is presented as a tool to evaluate new air traffic system concepts. The model, based on an algorithm called the Monotonic Lagrangian Grid (MLG), can quickly sort, track, and update positions of many aircraft, both on the ground (at airports) and in the air. The underlying data structure is based on the MLG, which is used for sorting and ordering positions and other data needed to describe N moving bodies and their interactions. Aircraft that are close to each other in physical space are always near neighbors in the MLG data arrays, resulting in a fast nearest-neighbor interaction algorithm that scales as N. Recent upgrades to ATMLG include adding blank place-holders within the MLG data structure, which makes it possible to dynamically change the MLG size and also improves the quality of the MLG grid. Additional upgrades include adding FAA flight plan data, such as way-points and arrival and departure times from the Enhanced Traffic Management System (ETMS), and combining the MLG with the state-of-the-art strategic and tactical conflict detection and resolution algorithms from the NASA-developed Stratway software. In this paper, we present results from our early efforts to couple ATMLG with the Stratway software, and we demonstrate that it can be used to quickly simulate air traffic flow for a very large ETMS dataset.

Kaplan, Carolyn↗

Integrated Traffic Flow Management Decision Making

A generalized approach is proposed to support integrated traffic flow management decision making studies at both the U.S. national and regional levels. It can consider tradeoffs between alternative optimization and heuristic based models, strategic versus tactical flight controls, and system versus fleet preferences. Preliminary testing was accomplished by implementing thirteen unique traffic flow management models, which included all of the key components of the system and conducting 85, six-hour fast-time simulation experiments. These experiments considered variations in the strategic planning look-ahead times, the replanning intervals, and the types of traffic flow management control strategies. Initial testing indicates that longer strategic planning look-ahead times and re-planning intervals result in steadily decreasing levels of sector congestion for a fixed delay level. This applies when accurate estimates of the air traffic demand, airport capacities and airspace capacities are available. In general, the distribution of the delays amongst the users was found to be most equitable when scheduling flights using a heuristic scheduling algorithm, such as ration-by-distance. On the other hand, equity was the worst when using scheduling algorithms that took into account the number of seats aboard each flight. Though the scheduling algorithms were effective at alleviating sector congestion, the tactical rerouting algorithm was the primary control for avoiding en route weather hazards. Finally, the modeled levels of sector congestion, the number of weather incursions, and the total system delays, were found to be in fair agreement with the values that were operationally observed on both good and bad weather days.

Grabbe, Shon R.↗

Throughput Benefit Assessment for Tactical Runway Configuration Management (TRCM)

The System-Oriented Runway Management (SORM) concept is a collection of needed capabilities focused on a more efficient use of runways while considering all of the factors that affect runway use. Tactical Runway Configuration Management (TRCM), one of the SORM capabilities, provides runway configuration and runway usage recommendations, monitoring the active runway configuration for suitability given existing factors, based on a 90 minute planning horizon. This study evaluates the throughput benefits using a representative sample of today's traffic volumes at three airports: Memphis International Airport (MEM), Dallas-Fort Worth International Airport (DFW), and John F. Kennedy International Airport (JFK). Based on this initial assessment, there are statistical throughput benefits for both arrivals and departures at MEM with an average of 4% for arrivals, and 6% for departures. For DFW, there is a statistical benefit for arrivals with an average of 3%. Although there is an average of 1% benefit observed for departures, it is not statistically significant. For JFK, there is a 12% benefit for arrivals, but a 2% penalty for departures. The results obtained are for current traffic volumes and should show greater benefit for increased future demand. This paper also proposes some potential TRCM algorithm improvements for future research. A continued research plan is being worked to implement these improvements and to re-assess the throughput benefit for today and future projected traffic volumes.

Phojanamongkolkij, Nipa↗

Supersonic STOVL propulsion technology program: An overview

Planning activities are continuing between NASA, the DoD, and two foreign governments to develop the technology and to show the design capability by the mid-1990's for advanced, supersonic, short takeoff and vertical landing (STOVL) aircraft. Propulsion technology is the key to achieving viable STOVL aircraft, and NASA Lewis will play a lead role in the development of these required propulsion technologies. The initial research programs are focused on technologies common to two or more of the possible STOVL propulsion system concepts. An overview is presented of the NASA Lewis role in the overall program plan and recent results of the research program. The future research program will be focused on one or possibly two of the propulsion concepts seen as most likely to be successful in the post advanced tactical fighter time frame.

Blaha, Bernard J.↗

Airspace Technology Demonstration 2 (ATD-2) Integrated Surface and Airspace Simulation - Experiment Plan

This presentation describes the objectives and high level setup for the human-in-the-loop simulation of the integrated surface and airsapce simulation of the ATD-2 Integrated Arrival, Departure, Surface (IADS) system. The purpose of the simulation is to evaluate the functionality of the IADS system, including tactical surface scheduler, negotiation of departure times for the flights under Traffic Management Initiatives (TMIs), and data exchange between ATC Tower and airline Ramp. The same presentation was presented to serve the experiment review prior to the simulation.

Surface↗

Strategic and Tactical Functions in an Autonomous Air Traffic Management System

This paper evaluates, by means of fast-time simulation, performance of a candidate system for autonomous air traffic management. Advancing towards autonomy in air traffic management may be necessary in order for new air vehicle types such as electric Vertical Take Off and Landing (eVTOL) to operate safely and efficiently in airspace shared with conventional traffic. To account for uncertain prediction, autonomous air traffic management was divided into two integrated and coordinated subsystems: strategic scheduling, performed at predeparture, and tactical conflict detection and resolution, performed throughout the flight. The conflict detection and resolution subsystem contained a second tactical scheduling function that applied to flights operating in the airspace near the destination airport. This paper compares and contrasts the two subsystems and uses fast-time simulation to demonstrate the comparisons. A scenario of 54 flights inbound to Newark Liberty International Airport was simulated multiple times with different parameters. The scenario was created using flight plans recorded from the National Airspace System on a low weather, average traffic day in April 2018. Whereas the routes were not changed, the departure times of the flights were modified to increase arrival rates at the Newark runway and arrival meter fixes. Results of the simulations showed that the autonomous air traffic management system was able to safely manage the traffic, even with prediction uncertainty. In addition, they showed the importance of including flight holding maneuvers, in addition to path stretching, in conflict detection and resolution and of coordinating strategic and tactical scheduling. Finally, a tradeoff between absorbing the delay calculated by strategic scheduling on the ground versus in the air showed that taking most of the delay on the ground is cost effective for a simple idealized cost function. However, taking a little of the delay in the air prevented throughput on the runway from dropping for short periods due to trajectory prediction uncertainty.

air traffic control↗

Strategic and Tactical Functions in an Autonomous Air Traffic Management System

This paper evaluates, by means of fast-time simulation, performance of a candidate system for autonomous air traffic management. Advancing towards autonomy in air traffic management may be necessary in order for new air vehicle types such as electric Vertical Take Off and Landing (eVTOL) to operate safely and efficiently in airspace shared with conventional traffic. To account for uncertain prediction, autonomous air traffic management was divided into two integrated and coordinated subsystems: strategic scheduling, performed at predeparture, and tactical conflict detection and resolution, performed throughout the flight. The conflict detection and resolution subsystem contained a second tactical scheduling function that applied to flights operating in the airspace near the destination airport. This paper compares and contrasts the two subsystems and uses fast-time simulation to demonstrate the comparisons. A scenario of 54 flights inbound to Newark Liberty International Airport was simulated multiple times with different parameters. The scenario was created using flight plans recorded from the National Airspace System on a low weather, average traffic day in April 2018. Whereas the routes were not changed, the departure times of the flights were modified to increase arrival rates at the Newark runway and arrival meter fixes. Results of the simulations showed that the autonomous air traffic management system was able to safely manage the traffic, even with prediction uncertainty. In addition, they showed the importance of including flight holding maneuvers, in addition to path stretching, in conflict detection and resolution and of coordinating strategic and tactical scheduling. Finally, a tradeoff between absorbing the delay calculated by strategic scheduling on the ground versus in the air showed that taking most of the delay on the ground is cost effective for a simple idealized cost function. However, taking a little of the delay in the air prevented throughput on the runway from dropping for short periods due to trajectory prediction uncertainty.

air traffic control↗

Recent progress in utilization planning for Space Station Freedom

The progress made in utilization planning for the redesigned Space Station Freedom (SSF) concept is described. Consideration is given to the SSF user capabilities, the strategic planning process, the strategic planning organizations, and the Consolidated Operations and Utilization Plan (COUP, which will be released in January 1993) as well as to the COUP development process and implementation. The process by which the COUP will be produced was exercised in the international Multilateral Strategic and Tactical Integration Process (MUSTIP) simulation. The paper describes the MUSTIP simulation and its activities along with MUSTIP findings and recommendations.

Bartoe, John-David F.↗

Errors in Aviation Decision Making: Bad Decisions or Bad Luck?

Despite efforts to design systems and procedures to support 'correct' and safe operations in aviation, errors in human judgment still occur and contribute to accidents. In this paper we examine how an NDM (naturalistic decision making) approach might help us to understand the role of decision processes in negative outcomes. Our strategy was to examine a collection of identified decision errors through the lens of an aviation decision process model and to search for common patterns. The second, and more difficult, task was to determine what might account for those patterns. The corpus we analyzed consisted of tactical decision errors identified by the NTSB (National Transportation Safety Board) from a set of accidents in which crew behavior contributed to the accident. A common pattern emerged: about three quarters of the errors represented plan-continuation errors, that is, a decision to continue with the original plan despite cues that suggested changing the course of action. Features in the context that might contribute to these errors were identified: (a) ambiguous dynamic conditions and (b) organizational and socially-induced goal conflicts. We hypothesize that 'errors' are mediated by underestimation of risk and failure to analyze the potential consequences of continuing with the initial plan. Stressors may further contribute to these effects. Suggestions for improving performance in these error-inducing contexts are discussed.

Orasanu, Judith↗

Airborne Trajectory Management for Urban Air Mobility

Urban Air Mobility (UAM) has captured the imagination of the public and the aviation industry for someday soon moving people and goods through and around metropolitan areas using Unmanned Aircraft Systems (UAS) that are electrically powered, environmentally friendly, and autonomously operated. Significant investment and rapid development of vehicles for this activity is taking place, with package delivery services already beginning in some areas. However, the ability to manage thousands of these vehicles safely in a congested urban area presents a challenge unprecedented in air traffic management. Initial studies of this problem led by NASA under the UAS Traffic Management (UTM) initiative have primarily focused on geo-fencing and centralized reservation of airspace for individual flights. This paper proposes an extension of UTM using a de-centralized approach employing airborne surveillance, self-separation, and a minimized “design separation” approach to permit the optimization and safety of each flight in very high traffic densities and close proximities. The concept employs Airborne Trajectory Management (ABTM) principles and a novel new concept for variable separation criteria to manage the angular velocity of a passing vehicle, thus eliminating the "startle factor" and perceived hazard of very close operations. ABTM also accomplishes most of the services required for safe planning and execution of normal flights and recovery from abnormal or emergency operations while accommodating conventional piloted flights using the current air traffic control paradigm. The environment for UAM operations is described along with the proposed means for autonomous, tactical separation of the vehicles. Sample geometries of traffic conflicts and resolutions are shown and the airspace definitions, rules for flight within them, and additions and exemptions to the rules for these flights are listed and explained.

Cotton, William↗

Mars Ascent Vehicle (MAV) Solid Motor Technology Plans

Recent trades have taken place on solid propulsion options to support a potential Mars Sample Retrieval Campaign. Mass and dimensional requirements for a Mars Ascent Vehicle (MAV) are being assessed. One MAV vehicle concept would utilize a solid propulsion system. Key challenges to designing a solid propulsion system for MAV include low temperatures beyond common tactical and space requirements, performance, planetary protection, mass limits, and thrust vector control system. Two solutions are addressed, a modified commercial commercially available system, and an optimum new concept.

Prince, Andrew↗

Planetary mission planning for the next decade

This paper reflects NASA's philosophy in the further exploration of the solar system. The philosophy entails the continuing reconnaissance of unexplored bodies in the solar system, while at the same time performing in-depth science investigations with respect to those bodies where the major science issues can be annunciated. The tactic in implementing this strategy will of necessity vary from year to year as a consequence of the varying budget restraints imposed on planetary exploration. However, the strategy will yield the greatest increment of knowledge in a given time frame.

Herman, D. H.↗

Metabolic Costs of Walking with Weighted Vests

ABSTRACT Introduction The US Army Load Carriage Decision Aid (LCDA) metabolic model is used by militaries across the globe and is intended to predict physiological responses, specifically metabolic costs, in a wide range of dismounted warfighter operations. However, the LCDA has yet to be adapted for vest-borne load carriage, which is commonplace in tactical populations, and differs in energetic costs to backpacking and other forms of load carriage. Purpose The purpose of this study is to develop and validate a metabolic model term that accurately estimates the effect of weighted vest loads on standing and walking metabolic rate for military mission-planning and general applications. Methods Twenty healthy, physically active military-age adults (4 women, 16 men; age, 26 ± 8 yr old; height, 1.74 ± 0.09 m; body mass, 81 ± 16 kg) walked for 6 to 21 min with four levels of weighted vest loading (0 to 66% body mass) at up to 11 treadmill speeds (0.45 to 1.97 m·s −1 ). Using indirect calorimetry measurements, we derived a new model term for estimating metabolic rate when carrying vest-borne loads. Model estimates were evaluated internally byk-fold cross-validation and externally against 12 reference datasets (264 total participants). We tested if the 90% confidence interval of the mean paired difference was within equivalence limits equal to 10% of the measured walking metabolic rate. Estimation accuracy, precision, and level of agreement were also evaluated by the bias, standard deviation of paired differences, and concordance correlation coefficient (CCC), respectively. Results Metabolic rate estimates using the new weighted vest term were statistically equivalent (P< 0.01) to measured values in the current study (bias, −0.01 ± 0.54 W·kg −1 ; CCC, 0.973) as well as from the 12 reference datasets (bias, −0.16 ± 0.59 W·kg −1 ; CCC, 0.963). Conclusions The updated LCDA metabolic model calculates accurate predictions of metabolic rate when carrying heavy backpack and vest-borne loads. Tactical populations and recreational athletes that train with weighted vests can confidently use the simplified LCDA metabolic calculator provided as Supplemental Digital Content to estimate metabolic rates for work/rest guidance, training periodization, and nutritional interventions.

Sport Sciences↗

Abstracts of the Annual Meeting of Planetary Geologic Mappers, Flagstaff, AZ, 2010

Topics covered include: Detailed Analysis of the Intra-Ejecta Dark Plains of Caloris Basin, Mercury; The Formation and Evolution of Tessera and Insights into the Beginning of Recorded History on Venus: Geology of the Fortuna Tessera Quadrangle (V-2); Geologic Map of the Snegurochka Planitia Quadrangle (V-1): Implications for the Volcanic History of the North Polar Region of Venus; Geological Map of the Fredegonade (V-57) Quadrangle, Venus: Status Report; Geologic Mapping of V-19; Geology of the Lachesis Tessera Quadrangle (V-18), Venus; Comparison of Mapping Tessera Terrain in the Phoebe Regio (V-41) and Tellus Tessera (V-10) Quadrangles; Geologic Mapping of the Devana Chasma (V-29) Quadrangle, Venus; Geologic Mapping of the Aristarchus Plateau Region on the Moon; Geologic Mapping of the Lunar South Pole Quadrangle (LQ-30); The Pilot Lunar Geologic Mapping Project: Summary Results and Recommendations from the Copernicus Quadrangle; Geologic Mapping of the Nili Fossae Region of Mars: MTM Quadrangles 20287, 20282, 25287, 25282, 30287, and 30282; Geologic Mapping of the Mawrth Vallis Region, Mars: MTM Quadrangles 25022, 25017, 25012, 20022, 20017, and 20012; Evidence for an Ancient Buried Landscape on the NW Rim of Hellas Basin, Mars; New Geologic Map of the Argyre Region of Mars: Deciphering the Geologic History Through Mars Global Surveyor, Mars Odyssey, and Mars Express Data; Geologic Mapping in the Hesperia Planum Region of Mars; Geologic Mapping of the Meridiani Region of Mars; Geologic Mapping in Southern Margaritifer Terra; Geology of -30247, -35247, and -40247 Quadrangles, Southern Hesperia Planum, Mars; The Interaction of Impact Melt, Impact-Derived Sediment, and Volatiles at Crater Tooting, Mars; Geologic Map of the Olympia Cavi Region of Mars (MTM 85200): A Summary of Tactical Approaches; Geology of the Terra Cimmeria-Utopia Planitia Highland Lowland Transitional Zone: Final Technical Approach and Scientific Results; Geology of Libya Montes and the Interbasin Plains of Northern Tyrrhena Terra, Mars: First Year Results and Second Year Work Plan; Mars Global Geologic Mapping Progress and Suggested Geographic-Based Hierarchal Systems for Unit Grouping and Naming; Progress in the Scandia Region Geologic Map of Mars; Geomorphic Mapping of MTMS -20022 and -20017; Geologic Mapping of the Medusae Fossae Formation, Mars, and the Northern Lowland Plains, Venus; Volcanism on Io: Results from Global Geologic Mapping; Employing Geodatabases for Planetary Mapping Conduct - Requirements, Concepts and Solutions; and Planetary Geologic Mapping Handbook - 2010.

Bleamaster, Leslie F., III↗

Scheduling and Separating Departures Crossing Arrival Flows in Shared Airspace

Flight efficiency and reduction of flight delays are among the primary goals of NextGen. In this paper, we propose a concept of shared airspace where departures fly across arrival flows, provided gaps are available in these flows. We have explored solutions to separate departures temporally from arrival traffic and pre-arranged procedures to support controllers' decisions. We conducted a Human-in-the-Loop simulation and assessed the efficiency and safety of 96 departures from the San Jose airport (SJC) climbing across the arrival airspace of the Oakland and San Francisco arrival flows. In our simulation, the SJC tower had a tool to schedule departures to fly across predicted gaps in the arrival flow. When departures were mistimed and separation could not be ensured, a safe but less efficient route was provided to the departures to fly under the arrival flows. A coordination using a point-out procedure allowed the arrival controller to control the SJC departures right after takeoff. We manipulated the accuracy of departure time (accurate vs. inaccurate) as well as which sector took control of the departures after takeoff (departure vs. arrival sector) in a 2x2 full factorial plan. Results show that coordination time decreased and climb efficiency increased when the arrival sector controlled the aircraft right after takeoff. Also, climb efficiency increased when the departure times were more accurate. Coordination was shown to be a critical component of tactical operations in shared airspace. Although workload, coordination, and safety were judged by controllers as acceptable in the simulation, it appears that in the field, controllers would need improved tools and coordination procedures to support this procedure.

shared airspace↗