Taumi S. Daniels

Understanding Crew Decision-Making in the Presence of Complexity: A Flight Simulation Experiment

Crew decision making and response have long been leading causal and contributing factors associated with aircraft accidents. Further, it is anticipated that future aircraft and operational environments will increase exposure to risks related to these factors if proactive steps are not taken to account for ever-increasing complexity. A flight simulation study was designed to collect data to help in understanding how complexity can, or may, be manifest. More specifically, an experimental apparatus was constructed that allowed for manipulation of information complexity and uncertainty, while also manipulating operational complexity and uncertainty. Through these manipulations, and the aid of experienced airline pilots, several issues have been discovered, related most prominently to the influence of information content, quality, and management. Flight crews were immersed in an environment that included new operational complexities suggested for the future air transportation system as well as new technological complexities (e.g. electronic flight bags, expanded data link services, synthetic and enhanced vision systems, and interval management automation). In addition, a set of off-nominal situations were emulated. These included, for example, adverse weather conditions, traffic deviations, equipment failures, poor data quality, communication errors, and unexpected clearances, or changes to flight plans. Each situation was based on one or more reference events from past accidents or incidents, or on a similar case that had been used in previous developmental tests or studies. Over the course of the study, 10 twopilot airline crews participated, completing over 230 flights. Each flight consisted of an approach beginning at 10,000 ft. Based on the recorded data and pilot and research observations, preliminary results are presented regarding decision-making issues in the presence of the operational and technological complexities encountered during the flights.

The spectroscopic foundation of radiative forcing of climate by carbon dioxide

Abstract The radiative forcing (RF) of carbon dioxide (CO2) is the leading contribution to climate change from anthropogenic activities. Calculating CO2 RF requires detailed knowledge of spectral line parameters for thousands of infrared absorption lines. A reliable spectroscopic characterization of CO2 forcing is critical to scientific and policy assessments of present climate and climate change. Our results show that CO2 RF in a variety of atmospheres is remarkably insensitive to known uncertainties in the three main CO2 spectroscopic parameters: the line shapes, line strengths, and half widths. We specifically examine uncertainty in RF due to line mixing as this process is critical in determining line shapes in the far wings of CO2 absorption lines. RF computed with a Voigt line shape is also examined. Overall, the spectroscopic uncertainty in present‐day CO2 RF is less than 1%, indicating a robust foundation in our understanding of how rising CO2 warms the climate system.

Creating a realistic weather environment for motion-based piloted flight simulation

A flight simulation environment is being enhanced to facilitate experiments that evaluate research prototypes of advanced onboard weather radar, hazard / integrity monitoring (HIM), and integrated alerting and notification (IAN) concepts in adverse weather conditions. The simulation environment uses weather data based on real weather events to support operational scenarios in a terminal area. A simulated atmospheric environment was realized by using numerical weather data sets. These were produced from the High-Resolution Rapid Refresh (HRRR) model hosted and run by the National Oceanic and Atmospheric Administration (NOAA). To align with the planned flight simulation experiment requirements, several HRRR data sets were acquired courtesy of NOAA. These data sets coincided with severe weather events at the Memphis International Airport (MEM) in Memphis, TN. In addition, representative flight tracks for approaches and departures at MEM were generated and used to develop and test simulations of (1) what onboard sensors such as the weather radar would observe; (2) what datalinks of weather information would provide; and (3) what atmospheric conditions the aircraft would experience (e.g. turbulence, winds, and icing). The simulation includes a weather radar display that provides weather and turbulence modes, derived from the modeled weather along the flight track. The radar capabilities and the pilots controls simulate current-generation commercial weather radar systems. Appropriate data-linked weather advisories (e.g., SIGMET) were derived from the HRRR weather models and provided to the pilot consistent with NextGen concepts of use for Aeronautical Information Service (AIS) and Meteorological (MET) data link products. The net result of this simulation development was the creation of an environment that supports investigations of new flight deck information systems, methods for incorporation of better weather information, and pilot interface and operational improvements for better aviation safety. This research is part of a larger effort at NASA to study the impact of the growing complexity of operations, information, and systems on crew decision-making and response effectiveness; and then to recommend methods for improving future designs.

Recent Developments on Airborne Forward Looking Interferometer for the Detection of Wake Vortices

A goal of these studies was development of the measurement methods and algorithms necessary to detect wake vortex hazards in real time from either an aircraft or ground-based hyperspectral Fourier Transform Spectrometer (FTS). This paper provides an update on research to model FTS detection of wake vortices. The Terminal Area Simulation System (TASS) was used to generate wake vortex fields of 3-D winds, temperature, and absolute humidity. These fields were input to the Line by Line Radiative Transfer Model (LBLRTM), a hyperspectral radiance model in the infrared, employed for the FTS numerical modeling. An initial set of cases has been analyzed to identify a wake vortex infrared (IR) signature and signature sensitivities to various state variables. Results from the numerical modeling case studies will be presented. Preliminary results indicated that an imaging IR instrument sensitive to six narrow bands within the 670 to 3150 cm-1 spectral region would be sufficient for wake vortex detection. Noise floor estimates for a recommended instrument are a current research topic.

Flight simulation study of airplane state awareness and prediction technologies

Airplane state awareness (ASA) is a pilot performance attribute derived from the more general attribute known as situation awareness. Airplane state alludes primarily to attitude and energy state, but also infers other state variables, such as the state of automated or autonomous systems, that can affect attitude or energy state. Recognizing that loss of ASA has been a contributing factor to recent accidents, an industry-wide team has recommended several Safety Enhancements (SEs) to resolve or mitigate the problem. Two of these SEs call for research and development of new technology that can predict energy and/or auto-flight system states, and intuitively notify or alert flight crews to future unsafe or otherwise undesired states. In addition, it is desired that future air vehicles will be able to operate with a high degree of awareness of their own well-being. This form of ASA requires onboard predictive capabilities that can inform decision-making functions of critical markers trending to unsafe states. This paper describes a high-fidelity flight simulation study designed to address the two industry-recommended SEs for current aircraft, as well as this desired self-awareness capability for future aircraft. Eleven commercial airline crews participated in the testing, completing more than 220 flights. Flight scenarios were utilized that span a broad set of conditions including several that emulated recent accidents. An extensive data set was collected that includes both qualitative data from the pilots, and quantitative data from a unique set of instrumentation devices. The latter includes a head-/eye-tracking system and a physiological measurement system. State-of-the-art flight deck systems and indicators were evaluated, as were a set of new technologies. These included an enhancement to the bank angle indicator; predictive algorithms and indications of where the auto-flight system will take the aircraft and when automation mode changes will occur or where energy-related problems may occur; and synoptic (i.e., graphical) depictions of the effects of loss of flight critical data, combined with streamlined electronic checklists. Topics covered by this paper include the research program context, test objectives, descriptions of the technologies under test, platform and operational environment setup, a summary of findings, and future work.

Analysis of pilot feedback regarding the use of state awareness technologies during complex situations

A flight simulation study was conducted at NASA Langley Research Center to evaluate flight deck systems that (1) predict aircraft energy state and/or autoflight configuration, (2) present the current state and expected future state of automated systems, and/or (3) show the state of flight-critical data systems in use by automated systems and primary flight instruments. Four new technology concepts were evaluated vis-à-vis current state-of-the-art flight deck systems and indicators. This human-in-the-loop study was conducted using commercial airline crews. Scenarios spanned a range of complex conditions and several emulated causal factors and complexity in recent accidents involving loss of state awareness by pilots (e.g. energy state, automation state, and/or system state). Data were collected via questionnaires administered after each flight, audio/video recordings, physiological data, head and eye tracking data, pilot control inputs, and researcher observations. This paper focuses specifically on findings derived from the questionnaire responses. It includes analysis of pilot subjective measures of complexity, decision making, workload, situation awareness, usability, and acceptability.

Usability of EFBs for viewing NOTAMs and AIS/MET data link messages

Electronic Flight Bags (EFB) are increasingly integral to flight deck information management. A piloted simulation study was conducted at NASA Langley Research Center, one aspect of which was to evaluate the usability and acceptability of EFBs for viewing and managing Notices to Airmen (NOTAMs) and data linked aeronautical information services (AIS) and meteorological information (MET). The study simulated approaches and landings at Memphis International Airport (KMEM) using various flight scenarios and weather conditions. Ten two-pilot commercial airline crews participated, utilizing the Cockpit Motion Facilitys Research Flight Deck (CMF/RFD) simulator. Each crew completed approximately two dozen flights over a two day period. Two EFBs were installed, one for each pilot. Study data were collected in the form of questionnaire/interview responses, audio/video recordings, oculometer recordings, and aircraft/system state data. Preliminary usability results are reported primarily based on pilot interviews and responses to questions focused on ease of learning, ease of use, usefulness, satisfaction, and acceptability. Analysis of the data from the other objective measures (e.g., oculometer) is ongoing and will be reported in a future publication. This paper covers how the EFB functionality was set up for the study; the NOTAM, AIS/MET data link, and weather messages that were presented; questionnaire results; selected pilot observations; and conclusions.

Hazard Detection Analysis for a Forward-Looking Interferometer

The Forward-Looking Interferometer (FLI) is a new instrument concept for obtaining the measurements required to alert flight crews to potential weather hazards to safe flight. To meet the needs of the commercial fleet, such a sensor should address multiple hazards to warrant the costs of development, certification, installation, training, and maintenance. The FLI concept is based on high-resolution Infrared Fourier Transform Spectrometry (FTS) technologies that have been developed for satellite remote sensing. These technologies have also been applied to the detection of aerosols and gases for other purposes. The FLI concept is being evaluated for its potential to address multiple hazards including clear air turbulence (CAT), volcanic ash, wake vortices, low slant range visibility, dry wind shear, and icing during all phases of flight (takeoff, cruise, and landing). The research accomplished in this second phase of the FLI project was in three major areas: further sensitivity studies to better understand the potential capabilities and requirements for an airborne FLI instrument, field measurements that were conducted in an effort to provide empirical demonstrations of radiometric hazard detection, and theoretical work to support the development of algorithms to determine the severity of detected hazards

Simulation of Airborne Radiometric Detection of Wake Vortices

This paper describes an analysis of the potential of using an airborne Fourier transform spectrometer (FTS) or radiometer to detect wake vortices. The goal was to determine the requirements for an infrared (IR) FTS to effectively detect wake vortices. Initially, a theoretical analysis of wake vortex detection by thermal radiation was realized in a series of simulations. The first stage used the Terminal Area Simulation System (TASS) dynamic model to simulate wake vortex temperature, moisture, and velocity fields. The second stage used these fields as input to the line-by-line radiative transfer model (LBLRTM) to simulate responses from both an imaging IR hyperspectral FTS and an IR imaging radiometer. These numerical simulations generated FTS and radiometer imagery that was compared with the original temperature data. This research supported an effort, using ground-based imaging FTS instruments, to make measurements of wake vortices of various landing aircraft. Results from two different field campaigns have been previously reported. Instrument specifications for wake vortex thermal detection are recommended for an imaging radiometer sensitive within the following two narrow spectral bands: 670-750 cm-1 and 2200-2350 cm-1 . The instrument must have at the very minimum a noise equivalent differential temperature <; 2 mK and a spectral resolution of at least 32 cm-1.

Motion-based piloted flight simulation test results for a realistic weather environment

A flight simulation environment was enhanced to facilitate experiments that evaluate research prototypes of advanced onboard weather radar, hazard / integrity monitoring (HIM), and integrated alerting and notification (IAN) concepts in adverse weather conditions. The simulation environment uses weather data representing actual conditions in an airport terminal area. A simulated atmospheric environment was realized using numerical weather data sets produced from the High-Resolution Rapid Refresh (HRRR) model hosted and run by the National Oceanic and Atmospheric Administration (NOAA). To align with the planned flight simulation experiment requirements, several HRRR data sets were acquired courtesy of NOAA. These data sets coincided with severe weather events at the Memphis International Airport (MEM) in Memphis, TN. In addition, representative flight tracks for approaches and departures at MEM were generated and used to develop and test simulations of (1) what onboard sensors such as the weather radar would observe; (2) what data links of weather information would provide; and (3) what atmospheric conditions the aircraft would experience (e.g. turbulence, winds, and icing). Results from the use of the enhanced flight simulation environment during the piloted experiments will be presented. A weather radar display was utilized by the test subject pilots in both weather and turbulence modes. The radar capabilities and the pilot controls simulated current-generation commercial weather radar systems. Data linked weather advisories were also provided to the pilots consistent with Next Generation Air Transportation System (NextGen) concepts of use for Aeronautical Information Service (AIS) and Meteorological (MET) data link products. Additional results of the simulation experiments included verification that the weather environment supports investigations of new flight deck information systems, flight deck integration of weather information, and pilot interfaces.