Decadal Survey of Civil Aeronautics Foundation for the Future (2006) / Chapter Skim
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3 Research and Technology Challenges
3 Research and Technology Challenges
Pages 13-56
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From page 13... ...
takeoff and landing (ESTOL) , supersonic, and hypersonic The text that follows describes the 11 R&T Challenges that airplanes.2 ranked highest in terms of NASA priority, the general characteristics of high- and low-priority Challenges, and the 2VTOL airplanes can take off and land vertically.
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From page 14... ...
14 DECADAL SURVEY OF CIVIL AERONAUTICS TABLE 3-1 Prioritization of R&T Challenges for Area A: Aerodynamics and Aerocoustics Strategic Objective Why NASA? s nt e nce yt ski orc lity rforma ronmeivn R S ecuri ucturert Sponsor of E Pe S e vel core Reliabi the native Le and with Spac ity Infras S lignment Composite and and es tot iorr A Alter iate ting P ority city iency gy of k ASA Pri fety fic er nergi ppor ppor ssion N Capa Sa Ef En Sy Su Su Mi Lac Appropr y R&T Challenge Weight 1 5 3 1 National /4 each Wh NASA A1 Integrated system performance through novel 9 3 9 9 9 9 132 3 9 3 9 6.0 792 propulsionairframe integration A2 Aerodynamic performance improvement through 9 3 9 9 3 3 120 3 9 3 9 6.0 720 transition, boundary layer, and separation control A3 Novel aerodynamic configurations that enable high 9 3 9 9 3 1 118 3 9 3 9 6.0 708 performance and/or flexible multimission aircraft A4a Aerodynamic designs and flow control schemes to 9 1 3 9 3 1 90 3 9 3 9 6.0 540 reduce aircraft and rotor noise A4b Accuracy of prediction of aerodynamic performance of complex 3-D configurations, including improved 3 3 9 3 3 3 72 9 9 3 9 7.5 540 boundary layer transition and turbulence models and associated design tools A6 Aerodynamics robust to atmospheric disturbances 9 9 3 1 9 1 112 3 9 3 3 4.5 504 and adverse weather conditions, including icing A7a Aerodynamic configurations to leverage advantages 3 1 9 9 3 1 78 3 9 9 3 6.0 468 of formation flying A7b Accuracy of wake vortex prediction, and vortex 9 9 3 1 1 1 104 3 9 3 3 4.5 468 detection and mitigation techniques A9 Aerodynamic performance for V/STOL and ESTOL, 9 3 3 1 3 1 76 3 9 3 9 6.0 456 including adequate control power A10 Techniques for reducing/mitigating sonic boom 3 1 3 9 3 1 60 9 9 3 9 7.5 450 through novel aircraft shaping A11 Robust and efficient multidisciplinary design tools 3 3 9 9 3 3 90 3 9 3 3 4.5 405 A12 Accurate predictions of thermal balance and techniques for the reduction of heat transfer to 1 1 3 1 9 9 40 9 9 3 9 7.5 300 hypersonic vehicles A13 Low-speed takeoff and landing flight characteristics 1 3 1 1 3 9 38 3 9 9 9 7.5 285 for access-to-space vehicles A14 Efficient control authority of advanced configurations to permit robust operations at hypersonic speeds and 1 1 3 1 9 9 40 3 9 3 9 6.0 240 for access-to-space vehicles A15 Decelerator technology for planetary entry 1 1 1 1 3 9 28 3 9 9 9 7.5 210 A16 Low-Reynolds-number and unsteady aerodynamics 1 1 3 1 9 3 34 3 9 3 9 6.0 204 for small UAVs A17 Low-drag airship designs to enable long-duration 1 3 1 3 9 1 42 3 3 3 9 4.5 189 stratospheric flight A18 Prediction of communication capability through reentry trajectory and techniques to mitigate impact of 1 1 1 1 9 9 34 3 9 3 3 4.5 153 communication blackouts A19 Aircraft protective countermeasures based on a range 1 3 1 1 9 1 36 3 3 3 3 3.0 108 of small deployed air vehicles
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From page 15... ...
Active flow control techniques are emerging, includ Viscous drag at subsonic, supersonic, or hypersonic ing piezoelectric, voice-coil, dielectric barrier discharges, speeds may be reduced by controlling the onset of boundary and surface electrical discharges. The potential advantages layer transition using active control or passive 3-D design are clear, but implementation has been hampered by the lack concepts.
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From page 16... ...
Adverse weather conditions, including storms and icing Novel needs include quiet, high-lift devices; technologies to conditions, significantly reduce the capacity and reliability enable steep, quiet, slow-approach trajectories; technologies of the air transportation system. Adverse weather also deto reduce the strength of vortices shed from the rotor blades grades system safety.
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From page 17... ...
Three airplanes flying in formation and de- tions, and investigation of airplane designs that mitigate the signed to best exploit these effects could reduce vortex drag strength of wake vortices. by more than 50 percent in cruise, a greater reduction than that obtainable by extensive laminar flow control on the A9 Aerodynamic performance for V/STOL and ESTOL, wing.
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From page 18... ...
Complex fluid dynamic processes often present barriers to improved aircraft performance, so a better understanding A11 Robust and efficient multidisciplinary design tools of these phenomena is required. These processes can occur Multidisciplinary design tools are pervasive in aeronau- across significant spatial and temporal scales and involve tics.
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From page 19... ...
Advances in information port national or homeland security or the NASA space mis- technology are also driving electrical power demands for sion but minimally impact Strategic Objectives directly re- both flight systems and passenger needs -- that is, entertainlated to the performance of the air transportation system. ment and productivity.
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From page 20... ...
ranked highest in terms of NASA priority, the general characteristics of high- and low-priority Challenges, and the R&T B1b Ultraclean gas turbine combustors to reduce gaseous Thrusts in this Area. Further details on all Challenges, in and particulate emissions in all flight segments cluding the rationale for scoring, are found in Appendix B
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From page 21... ...
However, additional technologies such as highnot reached the theoretical limits of thermal efficiency. The efficiency, angled gearboxes; high-efficiency reduction geartechnologies identified in the figure have the potential to boxes; large-bleed systems; thrust vectoring systems; noise improve the thermal efficiency of gas turbines, to signifi- reduction both inside and outside the aircraft; fan-tip-driven cantly increase fuel economy, and to decrease the environ- turbines; and high-power clutch systems will be required to mental impact of the air transportation system.
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From page 22... ...
22 DECADAL SURVEY OF CIVIL AERONAUTICS TABLE 3-2 Prioritization of R&T Challenges for Area B: Propulsion and Power Strategic Objective Why NASA? t ce en mn e y manro rit viro En Perf Secu urtcurtsa Risk Score Sponsors of d Reliability eht hti ecap Infr Level Score an d w S e Composite y and cy an ies tot Alignment ting Alternative y Priority of cienif erg Priority erg NASA uppor uppor Capacit Safety Ef En Syn S S Mission Lack Appropriat R&T Challenge Weight 5 3 1 1 National /4 each Why NASA B1a Quiet propulsion systems 9 1 3 9 3 1 90 3 9 3 9 6.0 540 B1b Ultraclean gas turbine combustors to reduce gaseous and particulate emissions 9 1 3 9 3 1 90 3 9 3 9 6.0 540 in all flight segments B3 Intelligent engines and mechanical power systems capable of self-diagnosis and 3 9 3 3 3 1 82 3 9 3 9 6.0 492 reconfiguration between shop visits B4 Improved propulsion system fuel economy 3 1 9 9 3 1 78 3 9 3 9 6.0 468 B5 Propulsion systems for short takeoff and 9 1 3 3 3 1 72 3 9 3 9 6.0 432 vertical lift B6a Variable-cycle engines to expand the 3 1 9 3 3 9 68 3 9 3 9 6.0 408 operating envelope B6b Integrated power and thermal management 3 1 9 3 3 9 68 3 9 3 9 6.0 408 systems B8 Propulsion systems for supersonic flight 3 1 3 1 9 9 50 9 9 3 9 7.5 375 B9 High-reliability, high-performance, and high power-density aircraft electric power 1 3 9 3 3 3 62 1 9 3 9 5.5 341 systems B10 Combined-cycle hypersonic propulsion 1 1 3 1 9 9 40 9 9 3 9 7.5 300 systems with mode transition B11 Alternative fuels and additives for propulsion that could broaden fuel sources 3 1 3 9 3 1 60 3 3 3 9 4.5 270 and/or lessen environmental impact B12 Hypersonic hydrocarbon-fueled scramjet 1 1 3 1 9 9 40 9 3 3 9 6.0 240 B13 Improved propulsion system tolerance to weather, inlet distortion, wake ingestion, 3 9 3 1 3 1 76 3 3 3 3 3.0 228 bird strike, and foreign object damage B14 Propulsion approaches employing specific planetary atmospheres in thrust-producing 1 1 1 1 1 9 26 3 9 9 9 7.5 195 chemical reactions B15 Environmentally benign propulsion systems, structural components, and 1 1 1 9 3 1 44 3 3 3 3 3.0 132 chemicals B16 Reduced engine manufacturing and 3 3 3 3 3 1 52 3 1 1 3 2.0 104 maintenance costs
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From page 23... ...
500 Exposed (millions) 4 400 Number of Passenger Noise People Enplanements 3 Enplanements of of 300 Significant 2 Number 200 Number Number of People 1 100 Exposed to Noise 0 0 1975 1980 1985 1990 1995 1998 1999 2000 2001 2002 2003 2004 2005 FIGURE 3-3 Actual and predicted exposure to significant noise (65-dB day-night average sound level)
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From page 24... ...
aerodynamics need to be developed, and the bleed or suction This Challenge requires the development of numerous locations and quantities required need to be demonstrated technologies: integrated thermal management approaches; for blown-wing V/STOL airplanes. reliable air-to-fuel heat exchangers; low-pressure-drop air to-air heat exchangers; improved JP-8 heat sink capability; CMC technologies and associated life-prediction tools for B6a Variable-cycle engines to expand the operating operation above 2400°F; complex shape fabrication; high envelope speed bearings; improved turbine cooling; better engine Variable-cycle engines have two or three flow paths health predictions; probabilistic life analysis; in-flight data through the engine, variable vanes, and variable exhaust analysis; low-emission, high-temperature combustors; nozzles, all of which allow them to vary engine bypass ra- variable-geometry fan systems; and improved airframetios and pressure ratios.
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From page 25... ...
flight control systems are likely to be driven by electric or · Active flow control to improve engine efficiency, reelectrohydrostatic actuators, and thermal management is ad- duce noise, and enable different airframepropulsion dressed in a seamless, system-level fashion. At the propul- integration concepts.
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From page 26... ...
Global air transportation is unlikely to be permato verify that the tools produce results that can be extrapo- nently confined to subsonic flight. Supersonic propulsion technologies will have strong synergies with DoD supersonic aircraft and space launch missions.
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From page 27... ...
Overall Validated physics-based modeling and simulation efficiency improvements will require higher pressure ratios for the overall cycle, higher turbine inlet temperatures, im- With the advances in computational speed, power, and provements in fan efficiency, and weight reduction in the affordability of the last two decades, aeronautics researchers large structural engine components. To achieve this, a num- have turned increasingly to computational simulation codes ber of materials developments must occur, including stron- to model the complex physical and chemical conditions inger compressor disk materials, higher temperature turbine herent in aircraft propulsion and power systems.
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From page 28... ...
. "In- Intelligent, adaptive technologies are needed to reduce tegration" in this context refers to the physical, functional, fuel consumption and environmental impact by morphing and requirements integration of key propulsion and power the aircraft or engine to suit the needs of the moment -- for components with each other, and with other systems, such as example, a takeoff configuration to address noise requirethe airframe, the avionics, and the overall air transportation ments and a cruise configuration optimized for fuel burn and system.
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From page 29... ...
Growth in demand for the movement of passengers tems, active control and variable geometry should be used to and goods, especially against a backdrop of rapid economic tailor propulsion flows to reduce sensitivity to inflow distor- development in Asia, calls for significantly increased capaction, to enhance compressor stability, to control exhaust jet ity in the air transportation system. Similarly, environmental area and vector angle to reduce noise and emissions, and to concerns related to fuel efficiency led to a focus on materials enhance vehicle performance through powered lift.
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From page 30... ...
30 DECADAL SURVEY OF CIVIL AERONAUTICS TABLE 3-3 Prioritization of R&T Challenges for Area C: Materials and Structures Strategic Objective Why NASA? t ce en e mn e y Risk orc y liti manro Sponsors S viron cturu of et E Perf Securit e astr nte ive e d Reliab th acep Level an S yt Infr Scor d d with ri Composi ity y an cy an tot Alignm ting Alternat y y Priol A of S ior icien A Pr erg uppor N Capacit Safet Eff En Synergies S onati uppor A S Mission Lack Appropriate y R&T Challenge Weight 1 5 3 1 Na /4 each Wh NAS C1 Integrated vehicle health 9 9 3 1 9 3 114 9 9 1 9 7.0 798 management C2 Adaptive materials and morphing 9 3 9 3 9 3 108 9 9 1 9 7.0 756 structures C3 Multidisciplinary analysis, design, 9 3 9 1 3 3 96 9 9 3 9 7.5 720 and optimization C4 Next-generation polymers and 9 3 9 1 9 3 102 9 9 1 9 7.0 714 composites C5 Noise prediction and suppression 9 1 3 9 3 1 90 9 9 3 9 7.5 677 C6a Innovative high-temperature metals 3 9 3 1 9 3 84 9 9 3 9 7.5 630 and environmental coatings C6b Innovative load suppression, and vibration and aeromechanical 3 9 3 1 9 3 84 9 9 3 9 7.5 630 stability control C8 Structural innovations for high-speed 9 1 3 1 9 1 72 9 9 3 9 7.5 540 rotorcraft C9 High-temperature ceramics and 3 1 9 3 3 9 68 9 9 3 9 7.5 510 coatings C10 Multifunctional materials 3 3 9 3 9 9 84 3 9 3 9 6.0 504 C11 Novel coatings 3 9 3 3 1 1 80 3 9 3 9 6.0 480 C12 Innovations in structural joining 3 3 9 1 3 3 66 3 9 3 9 6.0 396 C13 Advanced airframe alloys 9 1 9 1 3 1 84 1 3 1 9 3.5 294 C14 Next-generation nondestructive 3 9 1 1 3 1 70 3 9 1 3 4.0 280 evaluation C15 Aircraft hardening 1 9 1 1 9 1 66 3 3 1 9 4.0 264 C16 Multiphysics and multiscale modeling 3 3 3 3 3 1 52 3 3 3 3 3.0 156 and simulation C17 Ultralight structures 3 1 3 1 3 3 38 3 9 1 3 4.0 152 C18 Advanced functional polymers 1 3 1 1 3 1 30 9 3 3 3 4.5 135 C19 Advanced engine nacelle structures 3 1 3 1 1 1 34 1 9 1 3 3.5 119 C20 Repairability of structures 3 3 3 1 1 1 44 3 3 1 3 2.5 110
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From page 31... ...
the reliance on humans to interpret the sensor output and assess the impact on structural integ C2 Adaptive materials and morphing structures rity will be reduced or eliminated. Three classes of IVHM systems warrant attention over Use of adaptive materials and morphing structures to the next decade, culminating in flight testing of full-scale change the aircraft shape (outer mold lines)
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From page 32... ...
A fundamental task is to characterize the manufacturers can incorporate cost models, explicit mathmechanical response of these inherently nonlinear materials, ematical modeling of manufacturing processes, repair, and including hysteresis, fatigue, long-term behavior, and damage environmental impact must be better integrated into the behaviors. Analysis and design tools that accurately predict MDO process.
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From page 33... ...
This next gen- additional materials or devices used for noise suppression is eration of composites will significantly improve structural a key factor; with expanding advancements in smart strucefficiency, safety, and high-temperature performance; reduce tures technology and rapid miniaturization in data processdata scatter; increase damage tolerance (e.g., delamination) ; ing techniques, active noise control within the aircraft cabin and improve manufacturability (e.g., by eliminating hand appears more promising.
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From page 34... ...
Metallic nonlinear structural and inertial couplings, and interactions material systems with higher operating temperatures will between the flow and the structure to predict aeromechanical improve engine cycle efficiencies. Dramatic improvements stability, vibratory loads, and vibration signatures at different in these materials are possible, but development has been stations in the airframe.
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From page 35... ...
. viated through the development of better design tools, a more Oxide composites with operating temperatures as high as thorough understanding of the effects of process variations, 1250°C and lifetimes of thousands of hours in highly oxidiz- and more efficient approaches to commercial fabrication.
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From page 36... ...
would increase efficiency and safety margins for airframe and engine mate Comprehensive multilevel predictive methodologies rials and structures. for design and analysis The second R&T Thrust for materials and structures tech Low-Priority R&T Challenges nology is developing and understanding the multiscale and multiphysics behavior of aircraft materials and structures in The QFD process identifies areas of high national and a comprehensive manner and then bringing together previ- NASA priority.
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From page 37... ...
Ultradirectly, NASA should establish partnerships with universi- lightweight structural concepts benefit from the integration ties to develop these coatings. The well-developed coatings of advanced composites, adaptive materials, multifunctional (including superhydrophobic and ice shredding coatings)
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From page 38... ...
38 DECADAL SURVEY OF CIVIL AERONAUTICS TABLE 3-4 Prioritization of R&T Challenges for Area D: Dynamics, Navigation, and Control, and Avionics Strategic Objective Why NASA? t ce en mn e y manro rit viro cturu Risk Sponsors Score of En Perf Secu astr d Reliability eht hti acep Infr Level Score an d w S Composite and cy an ies tot Alignment ting Alternative y Priority of cienif erg Priority erg uppor uppor NASA Capacity Safety Ef En Syn S S Mission Lack Appropriate R&T Challenge Weight 1 5 3 1 National /4 each Why NASA D1 Advanced guidance systems 9 9 9 3 3 3 132 9 9 3 9 7.5 990 D2 Distributed decision making, decision making under uncertainty, and flight-path 9 9 9 3 3 3 132 3 9 3 9 6.0 792 planning and prediction D3 Aerodynamics and vehicle dynamics via 1 9 9 3 3 3 92 9 9 3 9 7.5 690 closed-loop flow control D4 Intelligent and adaptive flight control 3 9 9 3 3 9 108 3 9 3 9 6.0 648 techniques D5 Fault-tolerant and integrated vehicle health 3 9 3 1 3 9 84 9 9 3 9 7.5 630 management systems D6 Improved onboard weather systems and 9 9 3 1 1 1 104 9 9 3 3 6.0 624 tools D7 Advanced communication, navigation, and 9 9 9 3 3 3 132 3 9 3 3 4.5 594 surveillance technology D8 Humanmachine integration 3 9 9 1 3 3 96 3 9 3 9 6.0 576 D9 Synthetic and enhanced vision systems 3 9 3 1 1 3 76 9 9 3 3 6.0 456 D10 Safe operation of unmanned air vehicles in 3 9 3 1 9 1 82 3 9 3 3 4.5 369 the national airspace D11 Secure network-centric avionics architectures and systems to provide low cost, efficient, fault-tolerant, onboard 9 9 9 1 9 3 132 3 3 1 3 2.5 330 communications systems for data link and data transfer D12 Smaller, lighter, and less expensive 1 3 9 3 3 9 68 3 3 3 3 3.0 204 avionics D13 More efficient certification processes for 3 9 9 1 1 3 94 3 1 1 3 2.0 188 complex systems D14 Design, development, and upgrade processes for complex, software-intensive systems, including tools for design, 3 9 3 1 1 3 76 1 3 1 1 1.5 114 development, and validation and verification
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From page 39... ...
This section describes the 10 R&T Challenges that ranked tive and multiaircraft guidance, formation flight, or swarmhighest in terms of NASA priority, the general characteristics of ing) , and regulatory constraints (such as airspace class rehigh- and low-priority Challenges, and the R&T Thrusts in this strictions)
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From page 40... ...
. aircraft systems, when coupled with improvements in flight The mechanization of flow control systems may require a path planning and prediction, has been theorized as an ef large number of distributed sensors measuring pressure or fective approach to improving air transportation system ca shear stress over the wing and changes in the boundary layer.
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From page 41... ...
In addition, these acceptance of the automation needed in the transformation models can be used for examining architectures and control of the air transportation system. The technology provides an strategies to reconfigure systems and ensure safety and increased capability to accurately discover and assess sys- reliability.
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From page 42... ...
The capacity of the air transportation system is dependent To advance the state of the art in fault-tolerant aircraft on minimum spacing requirements for safe operation. Minisystems, fundamental R&T is required in the three topics mum spacing depends on many factors, including the capaabove to develop a more robust image of the state, or health, bility of each aircraft to precisely fly a predetermined, of an aircraft in the presence of uncertainty.
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From page 43... ...
D8 Humanmachine integration Synthetic and enhanced vision systems are also intended to aid airport surface operations in poor weather, reducing The ever-increasing demand for air transportation, com runway occupancy and taxiing errors and reducing gate-tobined with the rapid pace of technological change, poses sig gate travel time. Research topics of interest are as follows: nificant challenges for effective integration of humans and automation.
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From page 44... ...
enhance the safety and efficiency of civil aviation. The rapid The future air transportation system will see increased inte evolution of technologies for sensing, processing, and comgration and information sharing among components of the municating information enables designers to consider new air transportation system -- including individual commercial, systems with unprecedented levels of automation.
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From page 45... ...
This role re- gent and autonomous systems, operations and decision quires communication and interaction with the FAA, DHS, making, human integrated systems, and networking and DoD, and other members of the Joint Planning and Develop- communications focus on issues associated with the air transment Office that is defining the nature of the Next Genera- portation system of today and tomorrow as a complex intertion Air Transportation System and the research program active system; issues associated with the performance of sysnecessary to make it a reality. The FAA, which must imple- tems in individual aircraft are addressed in the preceding ment modifications to the system in an evolutionary manner, sections.
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From page 46... ...
As shown in Table 3-5, many of the Challenges in this Area ranked high because they would enhance the perfor This study did not assess and does not necessarily en- mance of the air transportation system as a whole, bringing dorse the above set of capabilities. However, many of the about noteworthy improvements related to many of the air capabilities would be supported by R&T Challenges in this transportation system strategic objectives (capacity, safety Area.
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From page 47... ...
RESEARCH AND TECHNOLOGY CHALLENGES 47 TABLE 3-5 Prioritization of R&T Challenges for Area E: Intelligent and Autonomous Systems, Operations and Decision Making, Human Integrated Systems, and Networking and Communications Strategic Objective Why NASA? ent sors e on orc rmance rity vironm cu En Perfo Se ecap erutcurtsa Risk Sp S e of iv Reliability eht ment Level and with S frnI rity ernat e Score y Composite and and tot ngit Align Alt A y acityp ficiency orpp Prio orpp of S Priorit NA Ca Safet Ef Energy Synergies Su naloi Su Mission Lack Appropriat y SA R&T Challenge Weight 1 5 3 1 Nat /4 each Wh NA E1 Methodologies, tools, and simulation and modeling capabilities to design and evaluate complex interactive 9 9 9 9 9 3 156 3 9 3 9 6.0 936 systems E2 New concepts and methods of separating, spacing, and 9 9 9 3 3 1 130 3 9 3 9 6.0 780 sequencing aircraft E3 Appropriate roles of humans and automated systems for separation assurance, including the feasibility and merits of 9 9 9 1 3 1 124 3 9 3 9 6.0 744 highly automated separation assurance systems E4 Affordable new sensors, system technologies, and procedures to improve the prediction and measurement of 9 9 3 1 1 1 104 3 9 3 9 6.0 624 wake turbulence E5 Interfaces that ensure effective information sharing and coordination among ground-based and airborne human and 3 9 9 1 9 3 102 3 9 3 9 6.0 612 machine agents E6 Vulnerability analysis as an integral element in the architecture design and simulations of the air transportation 3 9 9 1 9 1 100 3 9 3 9 6.0 600 system E7 Adaptive ATM techniques to minimize the impact of weather by taking better advantage of improved 9 3 9 3 1 1 98 3 9 3 9 6.0 588 probabilistic forecasts E8a Transparent and collaborative decision support systems 3 9 9 1 3 3 96 3 9 3 9 6.0 576 E8b Using operational and maintenance data to assess leading 3 9 9 1 3 3 96 3 9 3 9 6.0 576 indicators of safety E8c Interfaces and procedures that support human operators in 3 9 9 1 3 3 96 3 9 3 9 6.0 576 effective task and attention management E11 Automated systems and dynamic strategies to facilitate 9 3 9 3 3 1 100 3 9 1 9 5.5 550 allocation of airspace and airport resources E12 Autonomous flight monitoring of manned and unmanned 3 9 3 1 9 1 82 3 9 3 9 6.0 492 aircraft E13 Feasibility of deploying an affordable broad-area, precision 9 9 3 1 3 1 106 3 3 3 9 4.5 477 navigation capability compatible with international standards E14 Advanced spacecraft weather imagery and aircraft data for 3 3 9 3 1 1 68 3 9 3 9 6.0 408 more accurate forecasts E15 Technologies to enable refuse-to-crash and emergency 1 9 1 1 3 1 60 3 9 3 9 6.0 360 autoland systems E16 Appropriate metrics to facilitate analysis and design of the current and future air transportation system and operating 3 3 9 3 3 1 70 3 9 3 3 4.5 315 concepts E17 Change management techniques applicable to the U.S.
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From page 48... ...
systems The U.S. air transportation system is a complex interactive E3 Appropriate roles of humans and automated system whose behavior is difficult to simulate with currently systems for separation assurance, including the available models.
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From page 49... ...
Together, Challenges A10 and E4 will enable E6 Vulnerability analysis as an integral element in the safe flight with reduced in-trail wake separation. architecture design and simulations of the air transportation system E5 Interfaces that ensure effective information sharing More than three-fourths of air transportation system de and coordination among ground-based and airborne lays are weather related (Meyer, 2005)
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From page 50... ...
Collaborative decision support systems reduce the likelihood that the system will experience major are most effective when the operators understand the basis system disruptions, to mitigate the severity of specific sys- for and limitations in the system's reasoning process and can tem disruptions, and to facilitate recovery from system dis- judge the appropriateness of system-generated recommenruptions. The result would be an air transportation system dations.
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From page 51... ...
One outcome of these functions of gies, tools, and simulation and modeling capabilities to de- particular importance to the design of the Next Generation sign and evaluate complex interactive systems (E1) and de- Air Transportation System is allocation of airspace and airtermining appropriate roles of humans and automated port resources, insofar as the method used to allocate these systems for separation assurance in high-density airspace resources can determine how demand relates to capacity and during nominal and off-nominal operations (E3)
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From page 52... ...
Simulation, modeling, and analysis of complex, E8c, Interfaces and procedures that support human opera- adaptive distributed systems tors in effective task and attention management. Design of the Next Generation Air Transportation Sys E11, Automated systems and dynamic strategies to facili tem is a tremendous engineering challenge.
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From page 53... ...
E16, Appropriate metrics to facilitate analysis and design Because these Challenges rank high in national priority, it is of the current and future air transportation system and oper- important that some part of the national civil aeronautics ating concepts. R&T effort (by NASA, other government agencies, indus E17, Change management techniques applicable to the try, or academia)
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From page 54... ...
This Challenge Many small airports cannot operate when visibility is re- ranked low in NASA priority primarily because the feasibilstricted because they do not have the equipment (e.g., a Cat- ity of deploying an affordable, broad-area precision navigaegory I, Category II, or Category III instrument landing sys- tion capability will be determined by technical, economic, tem) necessary for a safe approach and landing.13 The and regulatory issues.
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From page 55... ...
in the United States: A Historical Perspective. NASA/TM-2005-213978, Next Generation Air Transportation System Joint Planning and Develop October.
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From page 56... ...
2001. Distributed cooperative prob- the Partnership for AiR Transportation Noise and Emissions Reduction lem-solving in the air traffic management system.
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