Operational Evaluation of a Flight-deck Software Application

Transcription

1 Operational Evaluation of a Flight-deck Software Application Sara R. Wilson National Aeronautics and Space Administration Langley Research Center DATAWorks March 21-22, 2018

2 Traffic Aware Strategic Aircrew Requests (TASAR) The TASAR Concept Pilot uses onboard automation to optimize an aircraft s trajectory Tool monitors for and proactively suggests beneficial route/altitude modifications Agile to changing conditions and environment (e.g., winds, weather, traffic) Tool leverages networked airborne connectivity to real-time data Avionics connectivity for own-ship data Automatic Dependent Surveillance Broadcast (ADS-B) connectivity for traffic data Internet connectivity for environmental/airspace data, operational constraints, etc. Increase Air Traffic Control approval of pilot s user requests Tool combines flight path optimization with traffic/hazard compatibility TASAR Objectives 1. Produce Air Traffic Control-approvable, user-optimized changes in flight to increase time on user s business trajectory 2. Enable a near-term business case for ADS-B equipage, cockpit automation, and networked connectivity 3. Take a concrete step towards future applications of cockpit automation for significant system/user benefits 2

3 Operating Environment for Airborne Reroutes 3

4 4 Traffic Aware Strategic Aircrew Requests (TASAR) Leveraging Cockpit Automation and Connectivity for Airborne Rerouting Connected Internally Traffic Aware Planner (TAP): Real-Time Trajectory Optimizer Better Informed Reroute Request for Pilots Flight Re-optimized Aircraft State Current Route Aircraft Sensors Coordinated with Dispatch Winds Weather Airspace Traffic Increased Likelihood of Air Traffic Control approval Approved and Flown! Connected Externally

5 5 An Early Adopter Application TASAR Attributes Consistent with current operations Requires no changes to existing FAA systems, policies, roles, training Low threshold for FAA approval Non-safety-critical intended function Per-aircraft capability Allows gradual implementation with immediate benefits Leverages aircrew availability / low workload en route Provides more opportunities to accrue benefits Encourages crews to become proactive about efficiency Platform for future innovations in cockpit automation Integrate with avionics, dispatch, data sources, data communications Benefits Near term Low Cost Immediate Savings Accelerated ROI Growth Potential

6 6 Traffic Aware Planner (TAP) Optimization Engine Pattern-Based Mix of Exhaustive Search and GA Viable Solutions Only Highly Efficient Lateral Patterns: Generate All Directs Rank Pre-process Best Direct 19 Random 1WP or 2WP Rank Keep Top New (1WP or 2WP) via Mating Mutate a portion (exclude top 2) Rank 1 st Generation Generations 2-20 Top Ranked of 20 th Generation Is Lateral Solution Vertical Patterns: FL360 FL320 All Allowable Cruise Altitudes Rank All Candidates Top Ranked is Vertical Solution Combo Patterns: Single Generation (exhaustive search) FL360 FL380 FL400 Generate All Direct/Alt Rank Pre-process Best Direct/Alt 19 Random 1WP/Alt or 2WP/Alt 1 st Generation Keep Top New (1 or 2 WP/Alt) via Mating Mutate a portion (exclude top 2) Rank Generations 2-20 Top Ranked of 20 th Generation Is Combo Solution

7 Traffic Aware Planner (TAP) User Interface 7

8 TASAR Benefits Estimate Tailored to Alaska Airlines Estimated Average Benefits Per Flight 2.89 min/flight 27.8 gallons/flight Annualized average across all flights, even those that did not benefit Alaska ER airport pairs Annual TASAR Fuel Benefit Annual TASAR Time Benefit Annual Benefit (est.) ǂ Historical trajectories used as a baseline for estimating benefits Alaska Airlines* 1,040,000 gallons $3,390,000/year 110,700 min $1,759,000/year $5.15M 1,606 Alaska flights analyzed * Excludes Alaska, Oceanic, and international operations ǂ Fuel, maintenance, and depreciation. Excludes crew costs. Henderson, Annualized TASAR Benefit Estimate for Alaska Airlines Operations, NASA/CR

9 Flight Tested in the National Airspace System Flown in Aircraft Certified for Normal Operations Goal: Increase operational readiness for partner airline activities AdvAero Piaggio Avanti Operated in Congested Airspace Objectives: 1. Verify TAP software operates effectively on partner airlines hardware 2. Verify processing of external data 3. Assess the methodology to characterize TAP computed outcomes 4. Asses acceptability of TASAR requests 5. Assess usability and acceptability of TAP Human Machine Interface 6. Assess effect on Crew Resource Management Burke, Wing, and Haynes, Flight Test Assessments of Pilot Workload, System Usability, and Situation Awareness of TASAR, HFES

10 Operational Evaluation with Alaska Airlines TAP installed on three Alaska aircraft to evaluate its performance in operational use Validate the utility and benefits of TAP in an airline operational environment Accelerate technology transfer to the commercial sector Increase maturity of TASAR to enable air-ground integration in Wing, Achieving TASAR Operational Readiness, AIAA Aviation Technology, Integration, and Operations Conference, June

11 11 Flight Test vs. Operational Evaluation Flight Test Conducted by NASA or contractor Relevant environment Design of Experiments Smaller dataset with fewer users and flight profiles In-depth user feedback No missing data Less time Operational Evaluation NASA in partnership with commercial airline Operational environment Observational data Larger dataset with more users and flight profiles Limited user feedback Missing data More time

12 12 Objective of Operational Evaluation NASA and Alaska Airlines are partners for the purpose of evaluating the TAP software in operational use Objective: To quantify operational performance by assessing Achieved fuel and time benefits TAP usability by pilots Dispatch coordination outcomes ATC approval statistics

13 13 Analysis by Operational Stage Stage 0: Establish connectivity between TAP and avionics Stage 1: TAP running without display Stage 2: Operational Evaluation by select group of pilots Stage 3: Full Operational Evaluations Stage 0 Stage 1 Stage 2 Stage 3 Avionics data format and rate Computational performance in flight Trajectory prediction accuracy Verify airborne internet data Identify and fix software issues Identify and fix remaining software issues Verify communications between software engine and display Quantitative analysis Limited software testing if needed Quantitative analysis

14 14 Data Sources TAP recorded data Avionics data Pilot and Dispatcher questionnaires U.S. DEPARTMENT OF TRANSPORTATION FEDERAL (FAA USE ONLY) PILOT BRIEFING VNR TIME STARTED SPECIALIST INITIALS AVIATION ADMINISTRATION STOPOVER FLIGHT PLAN 1 TYPE 2 AIRCRAFT 3 AIRCRAFT TYPE / 4 TRUE 5 DEPARTURE 6 DEPARTURE TIME 7 CRUISING VFR IDENTIFICATION SPECIAL EQUIPMENT AIRSPEED POINT ALTITUDE PROPOSED (Z) ACTUAL (Z) IFR DVFR 8 ROUTE OF FLIGHT 9 DESTINATION (Name of airport 10 EST. TIME ENROUTE 11 REMARKS and city) HOURS MINUTES 12 FUEL ON BOARD 13 ALTERNATE AIRPORT(S) 14 PILOT S NAME, ADDRESS & TELEPHONE NUMBER 15 NUMBER HOURS MINUTES ABOARD 17 DESTINATION CONTACT/TELEPHONE (OPTIONAL) 16 COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS. FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also Part 99 for requirements concerning DVFR flight plans. $ FAA Form (8-82) CLOSE VFR FLIGHT PLAN WITH FSS ON ARRIVAL Alaska flight plans Flight data Aircraft operating costs

15 Achieved Fuel and Time Benefits A. Predicted fuel and time to destination prior to first TAP reroute request TAP reroute request location Destination Airport B. Flown fuel and time along TAP-advised reroute + predicted descent A TAP reroute B Destination Airport Achieved benefit is fuel and time at destination from B minus fuel and time at destination from A.

16 Overview of Benefits Analysis 1. Identify route and altitude changes 2. Identify pilot interactions with TAP display 3. Match route and altitude changes with TAP reroute advisories Predicted fuel and time prior to TAP reroute 4. Identify last TAP ownship prediction prior to executed change 5. Apply error distribution to TAP ownship prediction 6. Identify first ownship state to obtain fuel and time 7. Identify last ownship state prior to final descent with stable prediction Flown fuel and time along TAP reroute 8. Calculate cost savings 9. Benefits aggregation and reporting 16

17 17 Benefits Analysis Assessing achieved benefits is challenging due to Air Traffic Control actions Uncertain atmospheric conditions Fuel and time measurement error

18 Thank You 18