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04.30.08
Division Highlights
Contents
Segregated Versus Integrated Airspace Simulation Completed: Segregated airspace only allows aircraft that support automated separation assurance operations (also called equipped aircraft). Integrated airspace allows aircraft that support automated separation assurance operations as well as aircraft that do not (also called unequipped aircraft). The human-in-the-loop simulation involved four full-performance level controllers and two sectors. The study was conducted over a two-week period. The study involved four conditions: first, all aircraft were unequipped under 1x density; second, 1x equipped aircraft with additional unequipped aircraft; third, 2x equipped aircraft with additional unequipped aircraft; and fourth, 3x equipped aircraft with additional unequipped aircraft. Objective data such as number of conflicts, late hand-offs, number of aircraft rerouted outside sector due to workload, and loss of separations were collected. Additionally, subjective workload ratings were collected at five minute intervals. Based on observations and initial results, it appears that integrated airspace operations are feasible.
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Datalink Trajectory Negotiation Experiment Completed: An experiment to study air/ground trajectory negotiation was completed in March 2008. The experiment used the Ames 747-400 simulator with the Center/TRACON Automation System. The data suggest that trajectory negotiation is feasible under certain circumstances using today’s integrated FMS/datalink capabilities. For example, a datalink descent clearance for conflict resolution requires less negotiation than a datalink climb clearance due to aircraft performance limitations which are more often a factor for climbing aircraft. The objective was to measure trajectory negotiation feasibility using two categories of datalink trajectory clearance: one loadable for immediate execution by the FMS, and one requiring additional negotiation steps prior to execution. Six 747-400 qualified flight crews participated. Pilot feedback on flight deck procedures for trajectory negotiating will help refine the design of both the aircraft and ground automation elements of emerging Trajectory-Based Operations concepts. A paper describing this simulation and its precursor has been accepted for presentation at the 2008 AIAA Aviation Technology, Integration and Operations Conference.
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Handling qualities assessment of a simulated cargo helicopter with a slung load completed: A four-week simulation on the Vertical Motion Simulator (VMS) assessed the handling qualities of a heavy cargo helicopter with a slung load. Advanced Rotorcraft Technology Inc. (ARTI) and Hoh Aeronautics Inc. conducted the simulation with funding from the US Navy. The simulation investigated the effect of variations in the helicopter flight control system, as well as the helicopter and slung load weight configurations. The helicopter model was based on ARTI's FlightLab software. The model resided on an ARTI computer that was integrated with the VMS's real-time operating environment. Helicopter handling qualities evaluation courses marked on the Moffett Field visual database and specialized task performance monitoring displays in the VMS control room assisted the pilots and researchers to evaluate handling qualities task performance consistently. Pilots from the US Navy, Marines, Army, Sikorsky Aircraft, and the Royal Air Force completed over 1200 evaluations. The data from this and seven previous simulations on helicopter slung load operations on the VMS will be used to update the US Army standard for helicopter handling qualities, ADS-33E-PRF.
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Boeing 747-400 Simulator Visual Upgrade and Annual Certification: A new Vital X image generator (IG) system from Flight Safety International was installed on the Boeing 747-400 simulator. Both flight simulators at the Crew Vehicle Research Facility (CVSRF) now have the same IG system. The system uses a wide area database, allowing for WGS-84 height above terrain, as well as larger databases and improved texture capability. The new IG software and hardware improves the display resolution from 800x960 to 1280x1256. The system also increases the number of displayed moving targets (aircraft) from 16 to 256. This increase greatly enhances the capability of the simulator when considering high saturation traffic volumes in integrated simulations with other facilities. This new visual system gives new capabilities, greater resolution and state-of-the-art equipment to the researchers who use CVSRF. The FAA level D certification of the simulator with the new IG was completed successfully. This was only the second Vital X system to be certified by the FAA, thus the certification examination was rigorous.
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NASA SimLabs News
Volume 8, Issue 1
January 2008
1. NASA Paper Wins Award
"Changes in Roles/Responsibilities of Air Traffic Control Under Precision Taxiing" was the subject of a study in 2007, for which NASA SimLabs Virtual Airspace Simulation Technology (VAST) project provided a research platform.
A paper reporting the results was given at the 26th Digital Avionics Systems Conference (DASC) held October 21-15, 2007 in Dallas, Texas. The authors received two best paper awards in the Avionics Design track and the Human Factors session. The study was a collaboration between NASA and Optimal Synthesis, Inc.
The study investigated the changes in roles and responsibilities for tower controllers brought about by the introduction of future automation to achieve precision taxiing. Precision taxiing is a surface concept in which taxi clearances contain precisely timed taxi routes.
The study was conducted in two parts: (1) the current areas of responsibility were used to identify any issues that arose due to the introduction of increased surface traffic and automation in the tower, and (2) new areas of responsibility in coordination with the automation technology were tested.
Figure 1: Workload by Phase and Position
The study results showed that the introduction of automation for precision taxiing increases the overall workload for air traffic controllers. However, automation combined with redesigning areas of responsibility can help redistribute workload. As the Next Generation Air Transportation System moves from planning to implementation, changes in roles of automation and human operators will need to be considered when designing airport traffic control procedures.
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2. Crew Exploration Vehicle Handling Qualities Experiment at Ames' Vertical Motion Simulator
Figure 2. Visual database in the VMS, depicting International Space Station and Crew Exploration Vehicle
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SimLabs continues to examine critical issues related to space vehicle handling qualities in support of NASA's Exploration Systems Mission Directorate (ESMD). Handling qualities describe the ease and precision with which a pilot can execute a flying task and are affected by numerous issues, including vehicle response, guidance cues, and inceptors.
In this study, researchers focused on the Crew Exploration Vehicle (CEV), with specific emphasis on the relationship of the control system response to control power. Additionally, the effects of camera delay during docking were examined.
A Vertical Motion Simulator (VMS) cab has been customized to resemble the cockpit of a generic space capsule, representative of the CEV. In-house graphics specialists created a visual database of the International Space Station that depicts the new docking mechanism to be utilized by the CEV, known as the “Low Impact Docking System,” or "LIDS" (Figure 2).
Test subjects—including current and former astronauts and NASA test pilots—flew several docking scenarios wherein the vehicle’s translational control system was varied (continuous jets, pulse jets, proportional, or discrete) and combined with either zero, low, or high cross-axis coupling. Such coupling means that the commanded thrust vector could produce unintended motion effects.
Figure 3. Centerline camera view during docking maneuver showing guidance aid overlay
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It is anticipated that the CEV will have a display in the cockpit which shows the centerline camera view during docking. Super-imposed guidance aids should make the docking task easier (Figure 3). However, excessive delay of the camera feed could be detrimental to the operation. Researchers experimented with delays of up to several seconds.
At the end of each simulation run, pilots provided Cooper-Harper ratings and Task Load Index ratings. Researchers are evaluating the data and will use their findings to provide design guidelines to NASA's Exploration Science Mission Directorate, ultimately benefiting the space vehicle program for several generations to come.
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3. Electronic Flight Bags for the 747
Figure 4. Pilot using Electronic Flight Bag
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Have you ever been in an airport and seen commercial pilots carrying a large rectangular briefcase? For years that is how pilots have had to transport all the company and FAA paperwork required to operate their aircraft.
One of the newest innovations to commercial flight decks is the Electronic Flight Bag or EFB. These are electronic devices that provide all the information that was in those leather bags and much more.
The Crew Vehicle Systems Research Facility, in coordination with the Human Factors Research Division at Ames, is procuring EFBs for installation in the B747-400 simulator. EFBs allow electronic access to checklists, documents, navigational charts and flight performance information including real time weather updates.
Inclusion of the EFBs in the B747-400 will ensure the simulator conforms to current airline flight decks for the highest fidelity possible. In addition, EFBs will provide a platform for researchers to investigate human interaction with technology and further utilization of the device.
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4. Thinking of Doing Business with NASA SimLabs
For more information on what we can do for your needs, contact:
Thomas Alderete, Assistant Division Chief for Simulation Facilities
Thomas.S.Alderete@nasa.gov
650.604.3271
Nancy Dorighi, SimLabs Business Development
Nancy.S.Dorighi@nasa.gov
650.604.3258
Bimal Aponso, SimLabs Branch Chief
Bimal.L.Aponso@nasa.gov
650.604.3871
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Technical Seminar
"Analyzing Future Concepts for Managing Air Traffic with the Airspace Concept Evaluation System"
Presented by Dr. Robert Windhorst on March 27, 2008 at Ames Research Center. 2 p.m., N-245 Auditorium.
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