Publications
Assessing delay benefits of the Final Approach Spacing Tool (FAST)
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation and control Conf., Vol. 3, 6-9 August 2001, pp. 1851-1859.
Topic:
R&D area:
Summary
Air traffic delay grows each year. NASA is developing the Final Approach Spacing Tool (FAST) to help reduce airport arrival delays. FAST is intended to increase throughput and reduce delays. Analysis and field trials have suggested that FAST can help controllers increase arrival throughput on busy runways by several aircraft per hour. Published simulation studies have predicted that delay reductions from such throughput increases would save several hundred million dollars annually. However, these predictions disagree on delay savings for some airports and omit other airports of interest. Their predicted delay savings for some airports are higher than actual reported delays for those airports. They do not consider hazardous weather disruptions to arrival routes, and they do not address downstream delays caused by schedule disruption. This paper focuses on simple statistical and analytical measures of delay to resolve these problems. It develops a rule for ranking benefits and compares delay reduction predictions against actual reported delays. It relates delay to ceiling and visibility and thunderstorms. It examines the correlation of delay between airports and estimates the impact of downstream delay on FAST benefits.
Summary
Air traffic delay grows each year. NASA is developing the Final Approach Spacing Tool (FAST) to help reduce airport arrival delays. FAST is intended to increase throughput and reduce delays. Analysis and field trials have suggested that FAST can help controllers increase arrival throughput on busy runways by several aircraft...
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Evaluation of Eta model forecasts as a backup weather source for CTAS
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation and Control Conf.: a collection of Technical Papers, Vol. 3, 6-9 August 2001, pp. 1837-1842.
Topic:
R&D area:
Summary
Knowledge of present and future winds and temperature is important for air traffic operations in general, but is crucial for Decision Support Tools (DSTs) that rely heavily on accurately predicting trajectories of aircraft. One such tool is the Center-TRACON Automation System (CTAS) developed by NASA Ames Research Center. The Rapid Update Cycle (RUC) system is presently the principal source of weather information for CTAS. RUC provides weather updates on an hourly basis on a nationwide grid with horizontal resolution of 40 km and vertical resolution of 25 mb in pressure. However, a recent study of RUC data availability showed that the NWS and NOAA servers are subject to frequent service interruptions. Over a 210 day period (4/19/00-11/11/00), the availability of two NOAA and one NWS RUC server was monitored automatically. It was found that 60 days (29%) had periods of one hour or more where at least one server was out, with the longest outage lasting 13 hours on 9/21/00. In addition, there were 9 days (4%) for which all three servers were simultaneously unavailable, with the longest outage lasting 6 hours on 5/7/00. Moreover, even longer outages have been experienced with the RUC servers over the past several years. RUC forecasts are provided for up to 12 hours, but these are not currently used in CTAS as back up sources (except that the 1 or 2 hour forecasts are used for the current winds to compensate for transmission delays in obtaining the RUC data). Since RUC outages have been experienced for longer than 12 hours, it is therefore necessary to back RUC up with another weather source providing long-range forecasts. This paper examines the use of the Eta model forecasts as a back-up weather sources for CTAS. A specific output of the Eta km model, namely Grid 104, was selected for evaluation because its horizontal and vertical resolution, spatial extent and output parameters match most closely those of RUC. While RUC forecasts for a maximum of 12 hours into the future, Eta does so for up to 60 hours. In the event that a RUC outage would occur, Eta data could be substituted. If Eta data also became unavailable, the last issued forecasts could allow CTAS to continue to function properly for up to 60 hours. The approach used for evaluating the suitability of the Eta model and RUC forecasts was to compare them with the RUC analysis output or 0 hour forecast file, at the forecast time. Not surprisingly, it was found that the RUC model forecasts had lower wind magnitude errors out to 12 hours (the limit of the RUC forecasts) than the Eta model had. Hosever, the wind magnitude error for the Eta model grew only from 9 ft/s at 12 hours (comparable with RUC) to 11 ft/s at 48 hours. We therefore conclude that RUC forecasts should be used for outages up to 12 hours and Eta model forecasts should be used for outages up to 60 hours.
Summary
Knowledge of present and future winds and temperature is important for air traffic operations in general, but is crucial for Decision Support Tools (DSTs) that rely heavily on accurately predicting trajectories of aircraft. One such tool is the Center-TRACON Automation System (CTAS) developed by NASA Ames Research Center. The Rapid...
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Radar-based analysis of the efficiency of runway use
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation & Control Conference, Montreal, Quebec, 6-9 August, 2001, pp. 1-17.
Summary
The air transportation system faces a challenge in accommodating growing air traffic despite an inability to build new runways at most major airports. One approach to alleviating congestion is to find ways of using each available runway to the maximum extent possible without violating safety standards. Some decision support tools, such as the Final Approach Spacing Tool (FAST) that is a part of the Center TRACON Automation System (CTAS), are specifically targeted toward achieving greater runway throughput by reducing the average landing time interval (LTI) between arrivals at a given runway. In order to understand the potential benefits of such innovations, techniques for detecting spacing inefficiencies and estimating potential throughput improvements are needed. This paper demonstrates techniques for analyzing radar data from actual airport operations and using it to validate, calibrate, and extend analyzes of the FAST benefits mechanisms. The emphasis is upon robust statistical measures that can be produced through automated analysis of radar data, thus enabling large amounts of data to be analyzed.
Summary
The air transportation system faces a challenge in accommodating growing air traffic despite an inability to build new runways at most major airports. One approach to alleviating congestion is to find ways of using each available runway to the maximum extent possible without violating safety standards. Some decision support tools...
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The design and implementation of the new center/TRACON automation system (CTAS) weather distribution system
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation and Control Conf.: a collection of Technical Papers, Vol. 3, 6-9 August 2001, pp. 1818-1836.
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R&D area:
Summary
The National Aeronautics and Space Administration (NASA), working with the Federal Aviation Administration (FAA), is developing a suite of decision support tools, called the Center/TRACON Automation System (CTAS). CTAS tools such as the Traffic Management Advisor (TMA) and Final Approach Spacing Tool (FAST) are designed to increase the efficiency of the air traffic flow into and through Terminal airspace. A core capability of CTAS is the Trajectory Synthesis (TS) software for accurately predicting an aircraft's trajectory. In order to compute these trajectories, TS needs an efficient access mechanism for obtaining the most up-to-date and accurate winds. The current CTAS weather access mechanism suffers from several major drawbacks. First, the mechanism can only handle a winds at a single resolution (presently 40-80 km). This prevents CTAS from taking advantage of high resolution wind from sources such as the Integrated Terminal Weather System (ITWS). Second, the present weather access mechanism is memory intensive and does not extend well to higher grid resolutions. This potentially limits CTAS in taking advantage of improvements in wind resolution from sources such as the Rapid Update Cycle (RUC). Third, the present method is processing intensive and limits the ability of CTAS to handle higher traffic loads. This potentially could impact the ability of new tools such as Direct-To and Multi-Center TMA (McTMA) to deal with increased traffic loads associated with adjacent Centers. In response to these challenges, M.I.T. Lincoln Laboratory has developed a new CTAS weather distribution (WxDist) system. There are two key elements to the new approach. First, the single wind grid is replaced with a set of nested grids for the TRACON, Center and Adjacent Center airspaces. Each and the grids are updated independently of each other. The second key element is replacement of the present interpolation scheme with a nearest-neighbor value approach. Previous studies have shown that this nearest-neighbor method does not degrade trajectory accuracy for the grid sizes under consideration. The new software design replaces the current implementation, known as the Weather Data Processing Daemon (WDPD), with a new approach. The Weather Server (WxServer) sends the weather grids to a Weather Client (WxClient) residing on each CTAS workstation running TS or PGUI (Planview Graphical User Interface) processes. The present point-to-point weather file distribution is replaced in the new scheme with a reliable multi-cast mechanism. This new distribution mechanism combined with data compression techniques greatly reduces network traffic compared to the present method. Other new processes combine RUC and ITWS data in a fail-soft manner to generate the multiple grids. The nearest-neighbor access method also substantially speeds up weather access. In combination with other improvements, the winds access speed is more than doubled over the original implementation.
Summary
The National Aeronautics and Space Administration (NASA), working with the Federal Aviation Administration (FAA), is developing a suite of decision support tools, called the Center/TRACON Automation System (CTAS). CTAS tools such as the Traffic Management Advisor (TMA) and Final Approach Spacing Tool (FAST) are designed to increase the efficiency of...
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Weather impacted routes for the Final Approach Spacing Tool (FAST)
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation and Control Conf.: a collection of Technical Papers, Vol. 3, 6-9 August 2001, pp.1843-1850.
Summary
This paper addresses the issue of developing weather-impacted routes for the Final Approach Spacing Tool (FAST). FAST relies on adaptation data that includes nominal terminal area routes and degrees of freedom to generate optimum landing sequences and runway assignments. However, during adverse weather some adapted routes may become unavailable due to the presence of hazardous weather. If FAST continues to generate trajectories using these routes, its schedule will not be accurate during the adverse weather. The objective of the study was to determine methods for incorporating severe weather products and weather-impacted route data into FAST.
Summary
This paper addresses the issue of developing weather-impacted routes for the Final Approach Spacing Tool (FAST). FAST relies on adaptation data that includes nominal terminal area routes and degrees of freedom to generate optimum landing sequences and runway assignments. However, during adverse weather some adapted routes may become unavailable due...
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Using surface surveillance to help reduce taxi delays
August 6, 2001
Conference Paper
Published in:
AIAA Guidance, Navigation and Control Conf.: a collection of Technical Papers, Vol. 3, 6-9 August 2001, pp. 1809-1817.
Summary
Taxi delay is the largest of all aviation movement delays. However, taxi-out delays have not received attention equal to that focused on airborne delays because taxi-out delays often result from downstream problems. Also, until recently, there was no practical means of tracking surface movements. New surface surveillance technology will revolutionize surface management by providing data for planning, timing, and monitoring surface operations. This paper proposes a simple aid to help manage departure taxi queues and help exploit existing departure capacity, while avoiding the delays that result from saturated queues and unbalanced runways. The proposed decision aide will use archived surveillance data to quantify queuing behavior and model departure capacity, and it will use real-time surveillance to track capacity changes and monitor the state of the taxi queues.
Summary
Taxi delay is the largest of all aviation movement delays. However, taxi-out delays have not received attention equal to that focused on airborne delays because taxi-out delays often result from downstream problems. Also, until recently, there was no practical means of tracking surface movements. New surface surveillance technology will revolutionize...
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Parallel programming with MatlabMPI
July 20, 2001
Journal Article
Published in:
https://arxiv.org/abs/astro-ph/0107406
Topic:
R&D group:
Summary
MatlabMPI is a Matlab implementation of the Message Passing Interface (MPI) standard and allows any Matlab program to exploit multiple processors. MatlabMPI currently implements the basic six functions that are the core of the MPI point-to-point communications standard. The key technical innovation of MatlabMPI is that it implements the widely used MPI "look and feel" on top of standard Matlab file I/O, resulting in an extremely compact (~100 lines) and "pure" implementation which runs anywhere Matlab runs. The performance has been tested on both shared and distributed memory parallel computers. MatlabMPI can match the bandwidth of C based MPI at large message sizes. A test image filtering application using MatlabMPI achieved a speedup of ~70 on a parallel computer.
Summary
MatlabMPI is a Matlab implementation of the Message Passing Interface (MPI) standard and allows any Matlab program to exploit multiple processors. MatlabMPI currently implements the basic six functions that are the core of the MPI point-to-point communications standard. The key technical innovation of MatlabMPI is that it implements the widely...
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Initial flight test results from the EO-1 Advanced Land Imager: radiometric performance
July 9, 2001
Conference Paper
Published in:
IGARSS 2001, Int. Geoscience and Remote Sensing Symp., Vol. 1, 9-13 July 2001, pp. 515-417.
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R&D area:
Summary
The Advanced Land Imager (ALI) is one of three instruments flown on the first Earth Observing mission (EO-1) under NASA's New Millennium Program (NMP). The primary NMP mission objective is to flight-validate advanced technologies that will enable dramatic improvements in performance, cost, mass and schedule for future, Landsat-like, earth remote sensing instruments. ALI contains a number of innovative features, including all the Category 1 technology demonstrations of the EO-1 mission. These include the basic instrument architecture which employs a push-broom data collection mode, a wide field of view optical design, compact multispectral detector arrays, non-cryogenic HgCdTe for the short wave infrared bands, silicon carbide optics and a multi-level solar calibration technique. The Earth Observing-1 spacecraft was successfully launched on November 21, 2000. During the first sixty days on orbit, several Earth scenes were collected and on-orbit calibration techniques were exercised by the Advanced Land Imager. This paper presents the status of ALI radiometric performance characterization obtained from the data collected during that period.
Summary
The Advanced Land Imager (ALI) is one of three instruments flown on the first Earth Observing mission (EO-1) under NASA's New Millennium Program (NMP). The primary NMP mission objective is to flight-validate advanced technologies that will enable dramatic improvements in performance, cost, mass and schedule for future, Landsat-like, earth remote...
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TCWF algorithm assessment - Memphis 2000
July 9, 2001
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-297
Summary
This report describes a formal Assessment of the Terminal Convective Weather Forecast (TCWF) algorithm, developed under the FAA Aviation Weather Research Program by MIT Lincoln Laboratory as part of the Convective Weather Product Development Team (PDT). TCWF is proposed as a Pre-Planned Product Improvement (P3I) enhancement to the operational ITWS currently scheduled for deployment at major airports in 2002. The TCWF Assessment in Memphis, TN ran from 24 March to 30 September 2000. The performance of TCWF was excellent on the large scale, organized storm systems it was designed to predict, and the software was extremely stable during the Assessment. Small changes to the algorithm parameters were made as a result of the 2000 testing. The TCWF performance can be improved on airmass storms and on forecasting new growth and subsequent decay of large-scale storms. These are active areas of research for future ITWS P3I builds.
Summary
This report describes a formal Assessment of the Terminal Convective Weather Forecast (TCWF) algorithm, developed under the FAA Aviation Weather Research Program by MIT Lincoln Laboratory as part of the Convective Weather Product Development Team (PDT). TCWF is proposed as a Pre-Planned Product Improvement (P3I) enhancement to the operational ITWS...
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Comparison of two flat reflector-type designs for dual-polarization, dual-band operation
July 8, 2001
Conference Paper
Published in:
IEEE Antennas and Propagation Society Int. Synp. 2001 Digest, Vol. 2, 8-13 July 2001, pp. 288-291.
Topic:
Summary
The parabolic reflector remains an essential antenna for high-gain applications. This is a result of its desirable characteristics based on geometric optics. These include relative frequency independence for sufficiently large apertures and high aperture efficiency. However, the parabolic reflector occupies a large volume. This may be aesthetically unappealing on the sides of buildings and structures. Also, from a mobile user perspective, a desirable characteristic is having a large aperture during operation while having a small volume when packed away and not in use. The parabolic reflector is typically constructed of multiple petals for mobile uses, but it does not pack into as small a volume as a flat, thin antenna would due to the curvature of the paraboloid. Therefore, the primary goal of the antennas studied in this work is developing flat reflector antennas to utilize the advantages of large reflector apertures while remaining capable of packing into a small volume. In addition, system requiremenls dictated dual-band, dual-polarized operation. Two flat reflectors are compared: a reflectarray and a zoned reflector. While each design is inherently narrow-band, methods of achieving dual-band operation were employed.
Summary
The parabolic reflector remains an essential antenna for high-gain applications. This is a result of its desirable characteristics based on geometric optics. These include relative frequency independence for sufficiently large apertures and high aperture efficiency. However, the parabolic reflector occupies a large volume. This may be aesthetically unappealing on the...
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