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All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Predictability of Top of Descent Location for Operational Idle-Thrust Descents

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its uncertainty models, commercial flights executed idle-thrust descents at a specified descent speed, and the recorded data included the specified descent speed profile, aircraft weight, and the winds entered into the FMS as well as the radar data. The FMS computed the intended descent path assuming idle thrust after top of descent (TOD), and the controllers and pilots then endeavored to allow the FMS to fly the descent to the meter fix with minimal human intervention. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location were extracted from the radar data. Using approximately 70 descents each in Boeing 757 and Airbus 319/320 aircraft, multiple regression estimated TOD location as a linear function of the available predictive factors. The cruise and meter fix altitudes, descent speed, and wind clearly improve goodness of fit. The aircraft weight improves fit for the Airbus descents but not for the B757. Except for a few statistical outliers, the residuals have absolute value less than 5 nmi. Thus, these predictive factors adequately explain the TOD location, which indicates the data do not include excessive noise.

Stell, Laurel L.↗
NASA NTRS2013

Regression Analysis of Top of Descent Location for Idle-thrust Descents

In this paper, multiple regression analysis is used to model the top of descent (TOD) location of user-preferred descent trajectories computed by the flight management system (FMS) on over 1000 commercial flights into Melbourne, Australia. The independent variables cruise altitude, final altitude, cruise Mach, descent speed, wind, and engine type were also recorded or computed post-operations. Both first-order and second-order models are considered, where cross-validation, hypothesis testing, and additional analysis are used to compare models. This identifies the models that should give the smallest errors if used to predict TOD location for new data in the future. A model that is linear in TOD altitude, final altitude, descent speed, and wind gives an estimated standard deviation of 3.9 nmi for TOD location given the trajec- tory parameters, which means about 80% of predictions would have error less than 5 nmi in absolute value. This accuracy is better than demonstrated by other ground automation predictions using kinetic models. Furthermore, this approach would enable online learning of the model. Additional data or further knowl- edge of algorithms is necessary to conclude definitively that no second-order terms are appropriate. Possible applications of the linear model are described, including enabling arriving aircraft to fly optimized descents computed by the FMS even in congested airspace. In particular, a model for TOD location that is linear in the independent variables would enable decision support tool human-machine interfaces for which a kinetic approach would be computationally too slow.

trajectory prediction↗
NASA NTRS2020

Mid Lift-to-Drag Ratio Rigid Vehicle 6-DoF Performance for Human Mars Entry, Descent, and Landing: A Fractional Polynomial Powered Descent Guidance Approach

Defining a feasible vehicle design and mission architecture capable of reliably delivering apayload of 20 metric tons (mt) or more is a great challenge for landing humans on Mars. TheMid Lift-to-Drag Rigid Vehicle (MRV), a rigid decelerator studied in NASA’s Entry, Descent,and Landing Architecture Study (EDLAS), has shown to be a viable vehicle candidate forfuture human Mars missions. As the vehicle concept matures, models of increasing fidelity areadded to the six-degree-of-freedom (6DoF) EDL simulation. This paper presents 6DoFsimulation results using model updates for vehicle mass properties, fineness ratio, andaerodynamic-propulsive interactions. Additionally, an assessment of the Fractional-Polynomial Powered Descent Guidance (FP2DG) performance is presented, and the vehicleperformance is compared with the Tunable Apollo Powered Descent Guidance (TAPDG).Finally, Monte Carlo results of the vehicle design trades are presented.

Johnson, Breanna J.↗
NASA NTRSDate not supplied

Development Status of Powered Descent for High-Mass Mars Entry, Descent, and Landing Systems

Retropropulsion, initiated at supersonic conditions, provides both deceleration and control authority as an enabling capability for the delivery of human-scale payloads to the surface of Mars. There are no other presently viable approaches to the descent phase of flight for vehicles of such scales. NASA continues to dedicate investment in the maturation of powered descent in atmospheric environments, for the express application to large-scale entry, descent, and landing systems. Efforts focus on parametric, subscale, inert gas ground testing, rigorous validation of computational modeling approaches against these data, and the implementation of highly efficient, scalable simulation tools. This paper summarizes the current maturity of retropropulsion in a free-flight, atmospheric environment for vehicles with significant aerodynamic surface area, as well as the current status of efforts within NASA for ground testing, computational simulation, and flight testing.

Mars↗
NASA NTRSDate not supplied

Development Status of Powered Descent for High-Mass Mars Entry, Descent, and Landing Systems

Retropropulsion, initiated at supersonic conditions, provides both deceleration and control authority as an enabling capability for the delivery of human-scale payloads to the surface of Mars. There are no other presently viable approaches to the descent phase of flight for vehicles of such scales. NASA continues to dedicate investment in the maturation of powered descent in atmospheric environments, for the express application to large-scale entry, descent, and landing systems. Efforts focus on parametric, subscale, inert gas ground testing, rigorous validation of computational modeling approaches against these data, and the implementation of highly efficient, scalable simulation tools. This paper summarizes the current maturity of retropropulsion in a free-flight, atmospheric environment for vehicles with significant aerodynamic surface area, as well as the current status of efforts within NASA for ground testing, computational simulation, and flight testing.

Ashley Korzun↗
NASA NTRS2015

Entry Descent and Landing Workshop Proceedings: Mars2020 Entry, Descent, and Landing Instrumentation (MEDLI2): Project Overview - Volume 1

Aerothermal & TPS: a) Determine Forebody Aerothermal Heating. b) Determine In-depth TPS Temperature. c) Determine Backshell Aerothermal Environment. Aerodynamics and Atmosphere: a) Reconstruct Atmospheric Density, Winds, and Wind-Relative Attitude. b) Determine Hypersonic & Supersonic Aerodynamics Forces. c) Base Pressure Contribution to Drag.

Bose, Deepak↗
NASA NTRS2013

Entry Descent and Landing Workshop Proceedings: The Mars Science Laboratory (MSL) Entry, Descent and Landing Instrumentation (MEDLI) Hardware - Volume 1

Objectives: Measure Pressure: a) Confirm spacecraft aerodynamics. b) Independently measure attitude. c) Determine density profile. d) Determine wind component. Measure Temperature: a) Verify heating levels on spacecraft surface. b) Determine recession amount and rate. c) Validate material response at Mars conditions. The better we understand the Mars entry environment, the better we can design the next spacecraft.

Munk, Michelle M.↗
NASA NTRS1996

Simulator Evaluation of a New Cockpit Descent Procedure

An experiment was conducted to evaluate flight crew performance of the "Precision Descent," a new cockpit procedure designed to support the Descent Advisor (DA), one of the components in a new air traffic control advisory system called the "Center-TRACON Automation System" (CTAS). The DA predicts when aircraft will reach a specific waypoint on the arrival route, and presents controllers with clearance advisories designed to improve the sequencing of arriving aircraft. The effectiveness of the DA depends on the aircraft's descent trajectory: where it begins descent, what speed it maintains, how fast and at what altitude it crosses the bottom-of-descent waypoint. The Precision Descent allows controllers to assign these descent parameters to the flight crew. A Field Evaluation of the DA was conducted in Denver in 1995. Three separate clearances using standard ATC phraseology were used to support the cockpit descent procedure during this evaluation. The number and length of these clearances caused problems for both controllers and flight crews, causing readback errors, repeat requests and procedure misunderstandings. These observations led to a focus group meeting in which controller and pilot participants in the 1995 FE assisted in the redesign of the procedure. The Precision Descent eliminates one clearance used in the earlier study, and greatly reduces the length of the remaining clearances. This was accomplished by using non-standard clearance phraseology that relies on a published procedure chart for correct interpretation. Eight type-rated flight crews flew eight Precision Descents in a Boeing 747-400 simulator. No training was provided: crews received either a procedure chart or a procedure chart with a flight manual bulletin describing procedure techniques. Video and digital data were recorded for each descent. Preliminary results indicate that moving information from the verbal clearance to the chart was successful: the shorter clearances and the procedure's default crossing restriction were understood, and procedure compliance of 81% was observed across all descents on six independent compliance measures. Some readback errors and procedure misunderstandings were still observed, however; particularly when descent clearances deviated from the normative procedure.

Crane, Barry↗
NASA NTRS2011

Flight Management System Execution of Idle-Thrust Descents in Operations

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its error models, commercial flights executed idle-thrust descents, and the recorded data includes the target speed profile and FMS intent trajectories. The FMS computes the intended descent path assuming idle thrust after top of descent (TOD), and any intervention by the controllers that alters the FMS execution of the descent is recorded so that such flights are discarded from the analysis. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location are extracted from the radar data. Using more than 60 descents in Boeing 777 aircraft, the actual speeds are compared to the intended descent speed profile. In addition, three aspects of the accuracy of the FMS intent trajectory are analyzed: the meter fix crossing time, the TOD location, and the altitude at the meter fix. The actual TOD location is within 5 nmi of the intent location for over 95% of the descents. Roughly 90% of the time, the airspeed is within 0.01 of the target Mach number and within 10 KCAS of the target descent CAS, but the meter fix crossing time is only within 50 sec of the time computed by the FMS. Overall, the aircraft seem to be executing the descents as intended by the designers of the onboard automation.

Stell, Laurel L.↗
NASA NTRS2001

Tracer-Based Determination of Vortex Descent in the 1999-2000 Arctic Winter

A detailed analysis of available in situ and remotely sensed N2O and CH4 data measured in the 1999-2000 winter Arctic vortex has been performed in order to quantify the temporal evolution of vortex descent. Differences in potential temperature (theta) among balloon and aircraft vertical profiles (an average of 19-23 K on a given N2O or CH4 isopleth) indicated significant vortex inhomogeneity in late fall as compared with late winter profiles. A composite fall vortex profile was constructed for November 26, 1999, whose error bars encompassed the observed variability. High-latitude, extravortex profiles measured in different years and seasons revealed substantial variability in N2O and CH4 on theta surfaces, but all were clearly distinguishable from the first vortex profiles measured in late fall 1999. From these extravortex-vortex differences, we inferred descent prior to November 26: 397+/-15 K (1sigma) at 30 ppbv N2O and 640 ppbv CH4, and 28+/-13 K above 200 ppbv N2O and 1280 ppbv CH4. Changes in theta were determined on five N2O and CH4 isopleths from November 26 through March 12, and descent rates were calculated on each N2O isopleth for several time intervals. The maximum descent rates were seen between November 26 and January 27: 0.82+/-0.20 K/day averaged over 50-250 ppbv N2O. By late winter (February 26-March 12), the average rate had decreased to 0.10+/-0.25 K/day. Descent rates also decreased with increasing N2O; the winter average (November 26-March 5) descent rate varied from 0.75+/-0.10 K/day at 50 ppbv to 0.40+/-0.11 K/day at 250 ppbv. Comparison of these results with observations and models of descent in prior years showed very good overall agreement. Two models of the 1999-2000 vortex descent, SLIMCAT and REPROBUS, despite theta offsets with respect to observed profiles of up to 20 K on most tracer isopleths, produced descent rates that agreed very favorably with the inferred rates from observation.

Greenblatt, Jeffery B.↗
NASA NTRS2002

Tracer-based Determination of Vortex Descent in the 1999/2000 Arctic Winter

A detailed analysis of available in situ and remotely sensed N2O and CH4 data measured in the 1999/2000 winter Arctic vortex has been performed in order to quantify the temporal evolution of vortex descent. Differences in potential temperature (theta) among balloon and aircraft vertical profiles (an average of 19-23 K on a given N2O or CH4 isopleth) indicated significant vortex inhomogeneity in late fall as compared with late winter profiles. A composite fall vortex profile was constructed for 26 November 1999, whose error bars encompassed the observed variability. High-latitude extravortex profiles measured in different years and seasons revealed substantial variability in N2O and CH4 on theta surfaces, but all were clearly distinguishable from the first vortex profiles measured in late fall 1999. From these extravortex-vortex differences we inferred descent prior to 26 November: as much as 397 plus or minus 15 K (lsigma) at 30 ppbv N2O and 640 ppbv CH4, and falling to 28 plus or minus 13 K above 200 ppbv N2O and 1280 ppbv CH4. Changes in theta were determined on five N2O and CH4 isopleths from 26 November through 12 March, and descent rates were calculated on each N2O isopleth for several time intervals. The maximum descent rates were seen between 26 November and 27 January: 0.82 plus or minus 0.20 K/day averaged over 50- 250 ppbv N2O. By late winter (26 February to 12 March), the average rate had decreased to 0.10 plus or minus 0.25 K/day. Descent rates also decreased with increasing N2O; the winter average (26 November to 5 March) descent rate varied from 0.75 plus or minus 0.10 K/day at 50 ppbv to 0.40 plus or minus 0.11 K/day at 250 ppbv. Comparison of these results with observations and models of descent in prior years showed very good overall agreement. Two models of the 1999/2000 vortex descent, SLIMCAT and REPROBUS, despite theta offsets with respect to observed profiles of up to 20 K on most tracer isopleths, produced descent rates that agreed very favorably with the inferred rates from observation.

Greenblatt, Jeffrey B.↗
NASA NTRS1999

The Yearly Variation in Fall-Winter Arctic Winter Vortex Descent

Using the change in HALOE methane profiles from early September to late March, we have estimated the minimum amount of diabatic descent within the polar which takes place during Arctic winter. The year to year variations are a result in the year to year variations in stratospheric wave activity which (1) modify the temperature of the vortex and thus the cooling rate; (2) reduce the apparent descent by mixing high amounts of methane into the vortex. The peak descent amounts from HALOE methane vary from l0km -14km near the arrival altitude of 25 km. Using a diabatic trajectory calculation, we compare forward and backward trajectories over the course of the winter using UKMO assimilated stratospheric data. The forward calculation agrees fairly well with the observed descent. The backward calculation appears to be unable to produce the observed amount of descent, but this is only an apparent effect due to the density decrease in parcels with altitude. Finally we show the results for unmixed descent experiments - where the parcels are fixed in latitude and longitude and allowed to descend based on the local cooling rate. Unmixed descent is found to always exceed mixed descent, because when normal parcel motion is included, the path average cooling is always less than the cooling at a fixed polar point.

Schoeberl, Mark R.↗
NASA NTRS1994

Initial Field Evaluation of Pilot Procedures for Flying CTAS Descent Clearances

The Center TRACON Automation System (CTAS) is a new support system that is designed to assist air traffic controllers in the management of arrival traffic. CTAS will provide controllers with more information about current air traffic, enabling them to provide clearances for efficient, conflict-free descents that help achieve an orderly stream of aircraft at the final approach fix. CTAS is a computer-based system that functions as a "ground-based FMS" that can predict flight trajectories and arrival times for all incoming aircraft. CTAS uses an aircraft's cruise airspeed; current air traffic, winds and temperature; performance characteristics of the aircraft type; and individual airline preferences to create a flight profile from cruise altitude to the final approach fix. Controllers can use this flight profile to provide a descent clearance that will allow an aircraft to fly an efficient descent and merge more smoothly with other arriving aircraft. A field test of the CTAS Descent Advisor software was conducted at the Denver Center for aircraft arriving at the Stapleton International Airport from September 12-29. CTAS Descent clearances were given to a NASA flight test aircraft and to 77 airline flights that arrived during low traffic periods. For the airline portion of the field test, cockpit procedures and pilot briefing packages for both FMS equipped and unequipped aircraft were developed in cooperation with an airline. The procedures developed for the FMS equipped aircraft were to fly a VNAV descent at a controller specified speed to cross a metering fix at a specified altitude and speed. For nonFMS aircraft, the clearance also specified a CTAS calculated top-of-descent point. Some CTAS related flight deck issues included how much time was available to the pilots' for compliance, the amount of information that needed to be interpreted in the clearance and possible repercussions of misunderstandings. Data collected during the study ranged from subjective data (including the airline pilots' opinions and comments about the new descent clearances and procedures) to objective data (including observations of aircraft performance from the flight deck). This paper will present data and the resulting changes in the design of the procedures and clearance phraseology.

Palmer, Everett↗
NASA NTRS2010

Analysis of Flight Management System Predictions of Idle-Thrust Descents

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the predictor and its uncertainty models, descents from cruise to the meter fix were executed using vertical navigation in a B737-700 simulator and a B777-200 simulator, both with commercial FMSs. For both aircraft types, the FMS computed the intended descent path for a specified speed profile assuming idle thrust after top of descent (TOD), and then it controlled the avionics without human intervention. The test matrix varied aircraft weight, descent speed, and wind conditions. The first analysis in this paper determined the effect of the test matrix parameters on the FMS computation of TOD location, and it compared the results to those for the current ground predictor in the Efficient Descent Advisor (EDA). The second analysis was similar but considered the time to fly a specified distance to the meter fix. The effects of the test matrix variables together with the accuracy requirements for the predictor will determine the allowable error for the predictor inputs. For the B737, the EDA prediction of meter fix crossing time agreed well with the FMS; but its prediction of TOD location probably was not sufficiently accurate to enable idle-thrust descents in congested airspace, even though the FMS and EDA gave similar shapes for TOD location as a function of the test matrix variables. For the B777, the FMS and EDA gave different shapes for the TOD location function, and the EDA prediction of the TOD location is not accurate enough to fully enable the concept. Furthermore, the differences between the FMS and EDA predictions of meter fix crossing time for the B777 indicated that at least one of them was not sufficiently accurate.

Stell, Laurel↗
NASA NTRS2016

Optimum Strategies for Selecting Descent Flight-Path Angles

An information processing system and method for adaptively selecting an aircraft descent flight path for an aircraft, are provided. The system receives flight adaptation parameters, including aircraft flight descent time period, aircraft flight descent airspace region, and aircraft flight descent flyability constraints. The system queries a plurality of flight data sources and retrieves flight information including any of winds and temperatures aloft data, airspace/navigation constraints, airspace traffic demand, and airspace arrival delay model. The system calculates a set of candidate descent profiles, each defined by at least one of a flight path angle and a descent rate, and each including an aggregated total fuel consumption value for the aircraft following a calculated trajectory, and a flyability constraints metric for the calculated trajectory. The system selects a best candidate descent profile having the least fuel consumption value while the fly ability constraints metric remains within aircraft flight descent flyability constraints.

Wu, Minghong G.↗
NASA NTRS2014

Trajectory Prediction Accuracy and Error Sources for Regional Jet Descents: Results of a 2010 Flight Trial at Denver International Airport using SkyWest Revenue Flights - Part II

The Efficient Descent Advisor (EDA) controller automation tool generates trajectory-based speed, path, and altitude-profile advisories to facilitate efficient, continuous descents into congested terminal airspace. While prior field trials have assessed the trajectory prediction accuracy for large jet (i.e., Boeing and Airbus) types, smaller (i.e., regional and business) jet types present unique challenges involving different descent procedures and Flight Management System (FMS) capabilities. This paper quantifies the trajectory prediction accuracy for small jet revenue flight descents based on SkyWest Canadair Regional Jet 200, 700, and 900 aircraft arrivals to Denver in the fall of 2010. Post flight test data analysis and SkyWest pilot interviews uncovered unexpected variation between flight crews due to different interpretations of (1) which fixed flight path angle (FPA) to fly based on the flight trial procedure and (2) how to fly the descent to achieve the target FPA. Pilot reports were used to select a subset of flights where pilots indicated an FPA according to the flight trial procedure to remove the unexpected variation due to (1) to focus on (2). Results for the subset for en-route descents, from prior to top of descent to the meter fix 30 to 130 nmi downstream, indicate that aircraft arrived to the meter fix six seconds early with about a twelve second standard deviation. Large FPA errors up to one degree relative to the EDA flight trial procedure were detected after the flight trial as a characteristic of the unexpected variation. It is recommended that quantitative validation be performed during future flight trials so that experimental procedures can be adjusted if unexpected results are detected.

Field Test Results↗