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Technology for advanced airborne systems and flight procedures to improve terminal-area operations in ATC environment is developed. The terminal configured vehicle (TCV) aircraft, its integrated digital electronic displays and flight controls, and how the pilot interfaces with the aircraft to fly precise curved descending approaches using Microwave Landing System (MLS) guidance are discussed.
The QSRA, when equipped with programmable color cathode ray tube displays, a head up display, a general purpose digital computer and a microwave landing system receiver, will provide a capability to do handling qualities studies and terminal area operating systems experiments as well as to enhance an experimenter's ability to obtain repeatable aircraft performance data. The operating systems experiments include the capability to generate minimum fuel approach and departure paths and to conduct precision approaches to a STOLport runway. The mode select panel is designed to provide both the flexibility needed for a variety of flight test experiments and the minimum workload operation required by pilots flying into congested terminal traffic areas.
Translational state estimation in terminal area operations, using a set of commonly available position, air data, and acceleration sensors, is described. Kalman filtering is applied to obtain maximum estimation accuracy from the sensors but feasibility in real-time computations requires a variety of approximations and devices aimed at minimizing the required computation time with only negligible loss of accuracy. Accuracy behavior throughout the terminal area, its relation to sensor accuracy, its effect on trajectory tracking errors and control activity in an automatic flight control system, and its adequacy in terms of existing criteria for various terminal area operations are examined. The principal investigative tool is a simulation of the system.
Translational state estimation in terminal area operations, using a set of commonly available position, air data, nd acceleration sensors, is described. Kalman filtering is applied to obtain maximum estimation occuracy from the sensors but feasibility in real-time computations requires a variety of approximations and devices aimed at minimizing the required computation time with only negligible loss of accuracy. Accuracy behavior throughout the terminal area, its relation to sensor accuracy, its effect on trajectory tracking errors and control activity in an automatic flight control system, and its adequacy in terms of existing criteria for various terminal area operations are examined. The principal investigative tool is a simulation of the system. Previously announced in STAR as N83-29193
The NAVSTAR Global Positioning System (GPS) in differential mode (DGPS) has been shown to be least accurate in the vertical axis. The vertical axis also has the most stringent accuracy requirements for aircraft precision approach and landing. A series of flight tests were conducted to evaluate a concept for improving the DGPS vertical axis navigation performance. These tests incorporated augmentation sensors to aid the DGPS navigation solution during terminal approach operations. A GPS receiver was installed on board a NASA helicopter and interfaced with a real-time digital computer system. A reconfigurable navigation filter programmed in the digital computer provided an augmented DGPS solution, with selectable inputs from a low-cost vertical accelerometer, a barometric altimeter, and the aircraft attitude gyros. The reference aircraft position was determined by a laser tracker. Extensive post-test analysis was done to optimize the filter performance during the terminal approach operation. Test results show that baro-altimeter aiding can significantly improve vertical axis performance. Follow-on tests are planned for the optimized configurations.
A two-part ground-simulation investigation of VTOL terminal-area operations, conducted as part of a joint NASA/FAA program to develop airworthiness criteria for this class of vehicle, is described. The baseline vehicle selected for the simulations was a generalized version of the XV-15 tilt-rotor mathematical model, which was modified to permit generic variations in forces or moments or both with power or configuration changes. Additionally, changes to wing area and rotor-blade chord were considered as a means of modifying the allowable thrust-angle versus speed relationships (the conversion corridor). The Vertical Motion Simulator at Ames Research Center was used in the experiment. Four engineering test pilots conducted over 200 piloted evaluations examining the influence of the experimental variables on their ability to perform terminal-area operations.
In this work, a new Field Effect Transistor device concept based on hydrogen-terminated diamond (H-diamond) is demonstrated that operates in an Accumulation Channel rather than a Transfer Doping regime. The FET devices demonstrate both extreme enhancement-mode operation and high on-current with improved channel charge mobility compared to Transfer-Doped equivalents. Electron-beam evaporated Al 2 O 3 is used on H-diamond to suppress the Transfer Doping mechanism and produce an extremely high ungated channel resistance. A high-quality H-diamond surface with an unpinned Fermi level is crucially achieved, allowing for the formation of a high-density hole accumulation layer by gating the entire device channel which is encapsulated in dual-stacks of Al 2 O 3 . Completed devices with gate/channel length of 1 µm demonstrate record threshold voltage < -6 V with on-current > 80 mA mm -1 . Carrier density and mobility figures extracted by CV analysis indicate a high 2D charge density of ≈ 2 × 10 12 cm -2 and increased hole mobility of 110 cm 2 V -1 s -1 in comparison with more traditional Transfer-Doped H-diamond FETs. These results demonstrate the most negative threshold voltage yet reported for H-diamond FETs and highlight a powerful new strategy to greatly improve carrier mobility and enable enhanced high power and high frequency diamond transistor performance.
Operational requirements of L band satellite system performing air traffic control in North Atlantic
Terminal area guidance for unpowered aircraft instrument approach relevant to manned space shuttle effort
The proceedings of the Conference on NASA Aircraft Safety and Operating Problems held at Langley Research Center, Hampton, Virginia, on May 4-6, 1971, are reported in this NASA Special Publication. The purpose of this conference was to discuss the results of research of the National Aeronautics and Space Administration in the field of aircraft safety and operating problems. The unclassified program components include the following: Flight Safety Airway and Runway Environment Operational Experience With Subsonic Cruise Aircraft Cockpit Environment Terminal Area Operations Flight Environment Induced Environmental Effects Contributions to this compilation were made by representatives from Ames, Flight, Langley, and Lewis Research Centers, Manned Spacecraft Center, George C. Marshall Space Flight Center, the University of Virginia, the Research Triangle Institute, and the Federal Aviation Administration .
NASA is researching innovative technologies for the Next Generation Air Transportation System (NextGen) to provide a "Better-Than-Visual" (BTV) capability as adjunct to "Equivalent Visual Operations" (EVO); that is, airport throughputs equivalent to that normally achieved during Visual Flight Rules (VFR) operations rates with equivalent and better safety in all weather and visibility conditions including Instrument Meteorological Conditions (IMC). These new technologies build on proven flight deck systems and leverage synthetic and enhanced vision systems. Two piloted simulation studies were conducted to access the use of a Head-Worn Display (HWD) with head tracking for synthetic and enhanced vision systems concepts. The first experiment evaluated the use a HWD for equivalent visual operations to San Francisco International Airport (airport identifier: KSFO) compared to a visual concept and a head-down display concept. A second experiment evaluated symbology variations under different visibility conditions using a HWD during taxi operations at Chicago O'Hare airport (airport identifier: KORD). Two experiments were conducted, one in a simulated San Francisco airport (KSFO) approach operation and the other, in simulated Chicago O'Hare surface operations, evaluating enhanced/synthetic vision and head-worn display technologies for NextGen operations. While flying a closely-spaced parallel approach to KSFO, pilots rated the HWD, under low-visibility conditions, equivalent to the out-the-window condition, under unlimited visibility, in terms of situational awareness (SA) and mental workload compared to a head-down enhanced vision system. There were no differences between the 3 display concepts in terms of traffic spacing and distance and the pilot decision-making to land or go-around. For the KORD experiment, the visibility condition was not a factor in pilot's rating of clutter effects from symbology. Several concepts for enhanced implementations of an unlimited field-of-regard BTV concept for low-visibility surface operations were determined to be equivalent in pilot ratings of efficacy and usability.
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NASA has developed a capability for terminal area precision scheduling and spacing (TAPSS) to provide higher capacity and more efficiently manage arrivals during peak demand periods. This advanced technology is NASA's vision for the NextGen terminal metering capability. A set of human-in-the-loop experiments was conducted to evaluate the performance of the TAPSS system for near-term implementation. The experiments evaluated the TAPSS system under the current terminal routing infrastructure to validate operational feasibility. A second goal of the study was to measure the benefit of the Center and TRACON advisory tools to help prioritize the requirements for controller radar display enhancements. Simulation results indicate that using the TAPSS system provides benefits under current operations, supporting a 10% increase in airport throughput. Enhancements to Center decision support tools had limited impact on improving the efficiency of terminal operations, but did provide more fuel-efficient advisories to achieve scheduling conformance within 20 seconds. The TRACON controller decision support tools were found to provide the most benefit, by improving the precision in schedule conformance to within 20 seconds, reducing the number of arrivals having lateral path deviations by 50% and lowering subjective controller workload. Overall, the TAPSS system was found to successfully develop an achievable terminal arrival metering plan that was sustainable under heavy traffic demand levels and reduce the complexity of terminal operations when coupled with the use of the terminal controller advisory tools.
Terminal area Air Traffic Management handles both arriving and departing traffic. To date, research work on terminal area operations has focused primarily on the arrival flow and typically departures are taken into account only in an approximate manner. However, arrivals and departures are highly coupled processes especially in the terminal airspace, with complex interactions and sharing of the same airport resources between arrivals and departures taking place in practically every important terminal area. Therefore, the addition of automation aids for departures, possibly in co-operation with existing arrival flow automation systems, could have a profound contribution in enhancing the overall efficiency of airport operations. This paper presents the conceptual system architecture for such an automation aid, the Departure Planner (DP). This architecture can be used as a core in the development of decision-aiding systems to assist air traffic controllers in improving the performance of departure operations and optimize runway time allocation among different operations at major congested airports. The design of such systems is expected to increase the overall efficiency of terminal area operations and yield benefits for all stakeholders involved in Air Traffic Management (ATM) operations, users as well as service providers.
Technical requirements are currently under development for a detect and avoid system (DAA) that would support the operation of Unmanned Aircraft Systems (UAS) within the National Airspace System (NAS). Such a system would aid UAS operators in maintaining sufficient separation, or "well clear", from other aircraft in their vicinity. The first set of technical standards for a UAS DAA system (referred to as "Phase 1" requirements) was limited to UAS operations transiting through Class D, E, and G airspace to, or from, Class A (or special-use) airspace. Explicitly out of scope of the Phase 1 requirements was the operation of UAS within terminal airspace in the NAS. Fern, Rorie, Roberts and Monk (2018) explored the application of a Phase 1 DAA system within Class D terminal airspace in a human-in-the-loop simulation. The results of the study demonstrated a poor fit of the Phase 1 DAA well clear (DWC) definition to these terminal operations. The original DWC definition was designed for the en-route environment and could not account for the complex, tightly-choreographed nature of traffic typically found near an airport. The interaction of the en-route DWC definition and the terminal area traffic led to excessive DAA alerting against safely-separated traffic. The frequent alerting quickly degraded pilots' ability to discriminate between encounters where a maneuver was or was not necessary. This resulted in slower response times, higher rates of losses of DAA well clear, and more severe losses of DAA well clear than had been observed in previous DAA research (e.g., Rorie et al., 2017). The current paper reports on a follow-on study to Fern et al. (2018) that tested two DWC definitions designed to accommodate standard terminal area operating procedures, such as traffic in the downwind leg of a VFR traffic pattern while the UAS is on final. The two definitions utilized identical horizontal and vertical thresholds but differed in whether or not Tau (a function that takes into account the closure rate of two aircraft) was included as a part of the DWC hazard zone. The "Tau" DWC candidate definition nominally extended the DWC hazard zone by 15 seconds in the direction of the intruder aircraft, while the "No Tau" DWC candidate definition did not extend the DWC hazard zone. The results of this follow-on study indicated that both candidate definitions improved pilot and DAA system performance relative to Fern et al (2018). Pilot response times and rates of losses of DWC returned to levels comparable to earlier research in the en-route environment. Several important differences between the two DWC candidate definitions, however, are also discussed.
The Apollo Lunar Surface Experiments Package (ALSEP) final report was prepared when support operations were terminated September 30, 1977, and NASA discontinued the receiving and processing of scientific data transmitted from equipment deployed on the lunar surface. The ALSEP experiments (Apollo 11 to Apollo 17) are described and pertinent operational history is given for each experiment. The ALSEP data processing and distribution are described together with an extensive discussion on archiving. Engineering closeout tests and results are given, and the status and configuration of the experiments at termination are documented. Significant science findings are summarized by selected investigators. Significant operational data and recommendations are also included.
The operating problems and equipment requirements for STOL airplanes in terminal area operations in simulated air traffic control (ATC) environments were studied. These studies consisted of Instrument Flight Rules (IFR) arrivals and departures in the New York area to and from a downtown STOL port, STOL runways at John F. Kennedy International Airport, or STOL runways at a hypothetical international airport. The studies were accomplished in real time by using a STOL airplane flight simulator. An experimental powered lift STOL airplane and two in-service airplanes having high aerodynamic lift (i.e., STOL) capability were used in the simulations.
The forecasters at the National Weather Service in Melbourne, FL, (NWS MLB) identified a need to make more accurate lightning forecasts to help alleviate delays due to thunderstorms in the vicinity of several commercial airports in central Florida at which they are responsible for issuing terminal aerodrome forecasts. Such forecasts would also provide safer ground operations around terminals, and would be of value to Center Weather Service Units serving air traffic controllers in Florida. To improve the forecast, the AMU was tasked to develop an objective lightning probability forecast tool for the airports using data from the National Lightning Detection Network (NLDN). The resulting forecast tool is similar to that developed by the AMU to support space launch operations at Kennedy Space Center (KSC) and Cape Canaveral Air Force Station (CCAFS) for use by the 45th Weather Squadron (45 WS) in previous tasks (Lambert and Wheeler 2005, Lambert 2007). The lightning probability forecasts are valid for the time periods and areas needed by the NWS MLB forecasters in the warm season months, defined in this task as May-September.