ARIES: NASA Langley's Airborne Research Facility

11 Pages·2002·1.7 MB·English

by  Wusk, Michael S

ARIES: NASA Langley's Airborne Research Facility
Michael S. Wusk
NASA Langley Research Center
Hampton, Virginia
Abstract ARIES, or Airborne Research Integrated
Experiments System, the aircraft is being used to
conduct research to increase aircraft safety, operating
In 1994, the NASA Langley Research Center (LaRC)
efficiency and compatibility with future air traffic
acquired a B-757-200 aircraft to replace the aging B-
control systems. It is a vital research tool in support
737 Transport Systems Research Vehicle (TSRV).
of the agency's Airframe Systems, Aviation Safety,
The TSRV was a modified B-737-100, which served
and Aviation Systems Capacity programs.
as a trailblazer in the development of glass cockpit
technologies and other innovative aeronautical
The 757 is continuing work begun by the NASA 737-
concepts. The mission for the B-757 is to continue
100 in state-of-the-art technologies such as electronic
the three-decade tradition of civil transport
cockpit displays, flight management systems and
technology research begun by the TSRV. Since its
flight safety devices. Langley's 737 was the first 737
arrival at Langley, this standard 757 aircraft has
off Boeing's production line in 1967 and was in
undergone extensive modifications to transform it
service with NASA until it was decommissioned in
into an aeronautical research "flying laboratory".
1997. Existing and projected research needs greatly
With this transformation, the aircraft, which has been
exceeded the capabilities of the 737. The 757 offered
designated Airborne Research Integrated
a more modern airplane that utilized electronic
Experiments System (ARIES), has become a unique
national asset which will continue to benefit the U.S. systems to a much greater extent, and more closely
represented the current and projected commercial
aviation industry and commercial airline customers
fleet. During the coming decades, the 757 will better
for many generations to come. This paper will
support research and development of the aeronautical
discuss the evolution of the modifications, detail the
sub-systems for the airlines and the airframe and
current capabilities of the research systems, and
systems manufacturers. The airplane has already been
provide an overview of the research contributions
used for several research programs, including:
already achieved.
• Flight-tests to characterize the internal
electromagnetic environment (EME) and
validate the computational assessment of
electromagnetic effects in commercial
transport aircraft. 4
• The study of jet-engine contrails to
determine their effects on the atmosphere 5.
• Flight-tests using Global Positioning System
(GPS) satellite data to perform automated
landings of the airplane. 6
• Testing of a system to improve the safety
and efficiency of aircraft during landing,
Figure 1: NASA's Boeing 757-200 aircraft is' taxiing and takeoff by giving pilots a
equipped to conduct a range ofresearch flight tests. computerized map showing airport ground
operations. 7
• The study of Winter Runway Operations and
Introduction
aircraft braking performance on
contaminated runways. 8
A Boeing 757-200 aircraft acquired by NASA in
• Testing of an airborne system that allows
1994 is now serving as a "flying laboratory" for
closely spaced approaches to landings
aeronautical research. The aircraft has been
during reduced visibility to increase airport
extensively modified to support a broad range of
capacity. 9
flight research programs to benefit the U.S. aviation
industry and commercial airline customers. Called
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American Institute of Aeronautics and Astronautics
• Evaluatioonfsystemtshatwouldprovide The candidate aircraft was the second 757 built and
pilotswith betterstrategicandtactical the first one produced that was sold to an airline. It is
weatheinrformatiownhileinflight.
]o powered by two Rolls Royce RB211-535E4 turbofan
• Flight evaluations of integrated synthetic jet engines with each engine generating 40,100 lbs. of
vision systems. ]] thrust. The maximum take-off weight is 251,000 lbs.
The aircraft's max cruise is .86 Mach and it has a
Future research will continue to focus on service ceiling of 42,000 ft.
technologies to improve air safety, efficiency and
performance.
Historv
NASA Langley Research Center operated a B-737-
100 for over twenty-five years as a "flying
laboratory ''1. The aircraft was the prototype 737
produced by Boeing in 1967. After Boeing completed
the certification testing with the aircraft, it was
reconfigured with a research system, including an
operational aft research flight deck, and delivered to
Langley. The aft flight deck allowed for safe and
efficient testing of advanced cockpit displays and
integration of emerging navigation, communication,
and flight guidance and control technologies. Over Figure 3:B-757 dimensions
the next several decades it completed several
thousand hours of research flight time, testing out Boeing used this number two aircraft during the FAA
many of the concepts and technologies that exist in certification testing. The FAA certified the 757 class
today's modem civil transport aircraft. During the of jet airliners on December 21, 1982, after 1,380
737's service at Langley, vital experience was gained hours of flight-testing over a 10-month period. First
in the integration, modification, and operation of this delivery of a 757-200 took place December 22, 1982,
highly complex research facility. This would become to launch customer, Eastern Airlines. Eastern placed
an important factor in the development of a the aircraft into service January 1, 1983. This
replacement aircraft. digitally equipped transport, designated N501EA,
was flown by the airline until it's bankruptcy in 1991.
The aircraft was mothballed at McCarran
International Airport in Las Vegas, Nevada until
NASA finally obtained it from the Eastern Airline
bankruptcy estate. Langley took possession of the
$24-million aircraft March 23, 1994.2
Figure 2: NASA's First Flying Laboratory, the
Boeing 737
In the early 1990's it became evident that the
emerging research demands and evolving
programmatic focuses were starting to overtake the
Figure 4: NASA 557 after the purchaseJ?om Eastern,
aging B-737. A search was begun for a replacement
beJbre changing to the NASA color scheme.
aircraft that would meet these growing demands and
provide an able research platform to carry forward
the research effort well into the new millennium. The After undergoing a thorough inspection and
soon-to-be NASA B-757 was located after an completion of scheduled heavy maintenance checks
the aircraft was delivered to Langley on May 19,
exhaustive analysis of the projected needs and an
1994. Initial familiarization flights were conducted
extensive survey of the jet airliner market.
and some minor modifications were begun which
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wouldallowthecompletioonftheElectromagnetic
development and tests by the research community.
Environmeenxtperime4nFt.ollowintghecompletion
The RSIL is a ground-based laboratory version of the
oftheseinaugurfalilghtteststh, emomentotuasskof
ARIES on-board research system (described below)
reconfiguringthe aircraft into its research
and is used for the integration of key hardware and
configuratiwonasbeguninearnesWt.hereathseB-
software systems required for simulation. The second
737cameto Langleyalreadyconfigureads a
major facility is the Flight System Integration
functionintegstfacility,manyfactorsdictatetdhat
Laboratory (FSIL), a flight-testing counterpart to the
theB-757wouldundergoits metamorphoastis
RSIL. The FSIL is used for the aircraft integration
Langleyc,ompletebdyLangleycivil servanatnd
and preflight validation of key hardware and software
contractsotraffT.heexperiengcaeineodvetrheyears
systems destined for ARIES. The third facility is the
ofoperationwsiththeB-737provideadwealthof
757. ARIES currently features an on-board research
corporatkenowledgaendan extremelcyapable
system called Transport Research System (TRS) and
workforcteocarryoutthetaskR. egardleosfsthese
the Flight Deck Research Station (FDRS), both of
invaluabrleesourcetsh,etaskathandwouldbea which are described later in detail.
monumenotnaelrequirintgheeffortsofmanypeople
andorganizationinsc,ludingextensivteechnical
ARIES Concept Overview
inputsfromBoeingandmanyoftheirsubsystem
suppliersO.verthenextseveraylears,through
One of the attributes that made the B-737 such a
multiplephasetsh,eaircrafctontinueitdsevolution
powerful research tool was the research or Aft Flight
intoafunctioninflgighttesftacility.
Deck (AFD) located in the cabin area of the aircraft.
This allowed agreat majority of the research work to
It wasduringthistime,inDecemb1e9r98t,hatthe
be accomplished in the AFD while still maintaining a
aircraftwasofficiallygiventhenameARIES,
sterile two-crew safety cockpit up front, in the
helpingto furtheridentifyits uniqueroleasa
Forward Flight Deck (FFD). In retiring the B-737,
contributinegntityinthefieldofaviatiornesearch.
Langley's plan for the B-757 has always included the
integration and installation of an AFD onto the
Sim-to-Flight Concept aircraft. Resource and budgetary constraints have
dictated that a delayed phased approach be used to
Even before its arrival at Langley, ARIES had been achieve this full-up research system implementation.
envisioned as an integral part of the Transport
Research Facilities (TRF). The TRF is a set of tools Initial modifications to the B-757 cabin and cockpit
have been focused at the establishment of the basic
used in a simulation-to-flight concept. This concept
incorporates common software, hardware, and experimental infrastructure, called the Transport
processes for both ground-based flight simulators and Research System. The TRS is comprised of the
the B-757, providing Government and industry with research computers and data collection systems used
an efficient way to develop and test new technology to support the experiments and tests. This hardware is
concepts to enhance the capacity, safety, and distributed throughout the cabin, cockpit, and cargo
operational needs of the ever-changing national hold areas of the aircraft at both manned and
airspace system 3. These facilities enable a smooth unmanned pallet stations. Major modifications
continuous flow of the research from simulation to completed in support of the TRS included installation
actual flight test. of cooling ducts and distribution of ship's power to
each pallet location, and the installation of overhead
Three major facilities are used in the simulation-to- cable trays in the cabin to accommodate data signal
flight concept. The first is the Cockpit Motion wiring. Pallet configurations and cabin layouts have
Faility (CMF), a multiple -cab, fixed- and motion- changed as the aircraft modifications have progressed
based flight simulation laboratory that contains the to meet the intermediate research needs, but even
Integration Flight Deck (IFD) simulator cab, the with the achievement of the current Coupled Baseline
Research Flight Deck (RFD) simulator cab, and the configuration, the system maintains a great deal of
Research System Integration Laboratory (RSIL). The designed-in flexibility. Several of the pallet locations
IFD cab closely resembles the 757 forward flight are reserved for project-specific pallet installations.
deck or cockpit and is used in support of flight- The modification and integration of project specific
testing on the ARIES and for aircraft systems research equipment is the quintessential goal of the
integration studies. The RFD cab is an advanced aircraft and the TRS.
subsonic transport flight deck used for full-crew-
workload and full-aircraft-systems integration Many of the evolving research efforts targeted to fly
on ARIES require a real-world, out-the-window
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view,or theabilityto fullycontrotlheaircraft
ARIES Coupled Baseline Configuration
througahnygivenphasoefflightincludintgake-off,
landingroll-outandtaxi.Evenwiththeeventual
The cabin layout for the current Coupled Baseline
AFD,theleftseaotftheforwardflightdeckisthe
configuration is show in Figure 5. The two main
onlylocationthatallowsboth.Theconcepotfthe
elements are the Flight Deck Research Station and
FlighDt eckResearSchtatio(nFDRSw)asdeveloped
the Transport Research System. The following
to accommodathteeseresearcrhequiremenytes,t
sections detail each of these elements respectively.
maintatinhenormaultilityoftheaircrafat,ndprotect
theleveol fsafetyandoversighnteedetdoconduct VIDEO/TEST DIRECTOR DATA PROCESSING
viableresearcohperationTsh.eFDRSisessentiaally ONYX OPERATOR AND DISPLAY- SYSTEM
reconfiguratoiofntheleftsideoftheforwardflight FLIGHT MANAGEMENT VIDEO RECORDING
TECHNOLOGY
deckfortestsubjecttosevaluatfelightsystemasnd SYSTEM SGI ONYX
operationparlocedureAss. partof thisconcept,
severamlodificatioannsdoperationcaolntrolhsave
beenimplementoendtheaircrafatndarediscussed
FLIGIIT DECK EXPERIMENTAL
belowinmoredetail.
RESEAIlCIt POWER / VIDEO ROUTING SWITCH
STATION [ DISTRIBUTION [
Theaircrafhtasundergosneeveradlistincpthaseins FLIGtIT SYSTEMS /] DATA ACQUISITION SYSTEM
INTERFACE [ DO CONCENTRATOR
reachingits currentconfiguratioInn. orderto
WIRE INTEGRAI'ION UNII
continueto advancethe researchprograms,
modificatiopnhasehsavebeeninterspersewdith Figure 5: ARIES Baseline Cabin Layout
periodosfresearcohperationTsh.eaircrafatchieved
anoperationTarlanspoRrtesearcShystem(TRS)in Flight Deck Research Station (FDRS)
June1997T.heinitialTRScapabilitieasllowetdhe With the Coupled Baseline configuration, the FFD's
completioonf the LowVisibilityLandingand left side primary flight display (PFD), navigation
SurfaceOperation(LsVLASOe)xperimeinntJuly display (ND), and control display unit (CDU) can be
andAugusotf1997C. ompletioonftheUncoupled replaced with research units that can be driven by
BaselinTeRSwasaccomplishinedDecemb1e9r98, experimental inputs from the Onyx computer. An
allowintghedisplaoyfexperimengtaulidanctoethe experimental head up display (HUD), shown in
FDRSF. ollowingthis,theaircraftcompletethde Figure 7, has also been installed, providing another
WinerRunwayOperationressearcihn February method of displaying experimental displays to an
1999T.hethirdmajoprhasoefmodificatiofonrthe evaluation pilot. Additionally, the experimental
TRSresultedin the currentCoupledBaseline system can provide inputs to the ship's flight control
configuratioTnh.eCoupleBdaselinaellowsforthe computers, thus allowing automatic flight, including
aircraftto be coupledto and flownusing coupled autolands. Whether flown manually or
experimengtuaildanceT.hefirstresearpchrogramto coupled, the FDRS provides an evaluation pilot the
makeuseoftheCoupleBdaselinweastheAirborne ability to assess the desired research concepts, be
InformatiofonrLateraSlpacin(gAILS)flightsduring they advanced displays, cockpit procedures, or
Augus1t999. aircraft performance.
Duringtheaircraft'tsransformataiomnajoritoyfthe
modificatiownesrecompletebdyNASAcivilservant
andcontractoprersonnaetl LaRC.Severamlajor
structurmalodificatiohnasvebeencompletedduring
schedulehdeavymaintenanbcyecontracfat cilities.
Theupcominigntegratioonf theaftflightdeck
representhtsefinalstageofthecurrentlpylanned
BaselinemodificationsT.his installation,in
combinatiownithmultiplesystemuspgradews,ill
requiresomerearrangemoefnttheBaselinpeallet
locationassshowninthispaperb,ut
will retain or
enhance all the existing capabilities. At the time of
this writing, this effort is in the final design reviews Figure 6: The 757features aFlight Deck Research
and dedicated installation efforts are scheduled to Station on the left, or captain% side of the cockpit.
begin insummer 2003.
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American Institute of Aeronautics and Astronautics
Toensurteheabilityoftherightseastafetpyilotto
Standard audio, video and time functions exist at all
adequateplryotectht eaircrafftromundesireedvents,
manned pallet locations. Each of these pallets has an
severasltandbiynstrumenhtasvebeenaddedtothe
audio panel that provides the pallet occupants with
instrumepnatnel(.Mostofthesemodificatiownsere
the ability for two-way communications over any of
drivenbythebasicdesigpnhilosophoyftheB-757, the four intercoms and two of the four radio sources.
wheresystemfsailuremodesareall basedon
The remaining two radios can be monitored by
ensuringsufficienctontrolfor theleft seat.)In
anyone, but only the flight deck crew is able to
additiotnhecenteirslestandhasbeenreconfigured
transmit. Each manned pallet also contains two 8"
fortheinstallatioonfanadditionaClDU,allowing
monitors that allow the pallet operators to select and
foraseconsdafetpyilottositinthemiddljeumpseat
monitor video images for enhanced situational
andbeabletoprovideinputintoeithetrheship'sor
awareness. Additionally, each pallet has an electronic
theresearcnhavigatiosnystemA.fourthjumpseat
time display driven by GPS-provided time code and a
behindtherightpilotseatprovidesseatinfgora discrete event marker button that can be used to mark
researchoerorbserver.
events on the data recording.
Pallet #1 -Flight Systems Interface
This pallet provides flight controls
iii.i.i.i.i.i..i....................
systems, thrust management
systems, and the Pilot Selection
Panel (PSP) monitoring. (The PSP
is located in the flight deck and is
the switch that selects between the
iiiiiiiiiiiiiiiiiii!iiiiiiiiiiiiiiiiiii
standard ship's control and the
experimental control.) This
pallet's systems provide the
FDRS experimental displays (PFD and ND) and
Experimental Display Control Panel (EDCP) with
Figure 7: The FDRS experimental HUD
power and setup control, as well as providing the
HUD power, and signal conversion control and
Transport Research System (TRS) mixing. This station will play a major role in the
Fourteen test pallets/research workstations are in the
integration and operation of the proposed AFD flight
baseline layout as shown in Figure 5. Others are controls interface unit (FCIU). A secondary location
added depending on research needs. There are twenty for the aircraft's Crew Chief, who would normally fly
available pallet locations. Pallet stations are in the cockpit, is also provided at this pallet. During
sequentially numbered by location, starting with the
certain types of operations where a third safety pilot
odd numbered pallets on the port side of the aircraft
or research observer is required in the flight deck, the
and the even numbered pallets onthe starboard side.
Crew Chief can be repositioned to the number one
1. Flight Systems Interface
pallet where he has appropriate communications and
2. Flight Management monitoring capability.
6. Onyx Computer
7. Experimental Power Distribution Pallet #2 -Flight Management
7A. Wire Integration Unit
Operators at this pallet oversee and manipulate the
8. Onyx Operator
experimental Flight Management and Navigation
9. I/O Concentrator
systems. The pallet houses the
10. Video #1 (Video/Test Director)
experimental Flight Management
11. Data Acquisition System (DAS)
Computer (FMC) and a second
12. Data Processing &Display Station (DPDS)
experimental CDU, as well as
13. Video #3 (Video Routing Switch)
two Ashtech GPS receivers, and a
14. Video #2 (Video Recording)
prototype WAAS GPS receiver,
15 Technology Transfer Area 1(TTA1)
any of which can be used to
16 Technology Transfer Area 2 (TTA2)
provide positional information to
Stations 3, 4, 18, and 19 have been used for
the experimental system. The
individual project pallet installations at various times.
pallet also controls three differential GPS (DGPS)
The cabin area of stations 3 and 4 has been designed datalink radios that can also be used to transmit or
for the eventual installation of an aft research flight
receive a pseudo- Automatic Dependent
deck.
Surveillance-Broadcast (ADS-B) signal.
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Pallet #6 -Onyx Computer Pallet #8 - Onyx Operator
This is the primary research The Onyx Operator station
computer on the aircraft. It serves to monitor and control
drives the research displays and the Onyx computer. Operators
serves as the experimental Flight start, monitor, and stop the
Management System (FMS) research software running in
and/or the Flight Control the Onyx computer. This
Computer (FCC). The computer software typically runs the
is a Silicon Graphics Inc. Onyx experimental displays and
mainframe that has been specially re-housed and may also run any experimental
flight hardened. It has eight Computer Processing algorithms or calculations
Unit's (CPU's) @ 200 MHz each and three graphic required bythe research.
pipes capable of driving 18 displays at
1024x768x60hz. The computer draws 7kva power Pallet #9 -I/O Concentrator
and requires 850 cubic feet per minute cooling air at The I/O Concentrator pallet is the primary signal
40 degrees Fahrenheit. concentration point for the aircraft's subsystems
ARINC 429 data busses; 757
Pallet #7 -Experimental Power Distribution research sensors, research
This pallet is the interface between the aircraft computer, Data Acquisition
electrical system generators and the experimental Systems (DAS), and other
system. It controls the distribution of electrical power experimental system analog,
to the individual research system digital, synchro and ARINC 429
pallets and components through signals. Utilizing a suite of VME
switches and circuit breakers cards and a 133 MHz MCP604
located on the pallet. PowerPC processor, the pallet
Experimental system power can converts the above signal
be disconnected with an information to and from the SCRAMNet (Shared
emergency shutdown switch Common Random Access Memory Network)
located in the cockpit. Status of protocol that is used when transmitting data over the
the research system electrical research system's fiber optic network ring. The
loading can be monitored using the panel meters and SCRAMNet maximum throughput is 16MB/sec. The
analyzers located within the pallet. The research pallet houses a quad switch junction box that forms
system receives power inputs from each of the two the research system's fiber optic network ring. In
engine generators (90 kva), auxiliary power unit (90 addition, it provides high-fidelity IRIG-B time to the
kva), and external power sources. Research research system by utilizing a Time Frequency
equipment located in the forward cargo bay isolates Processor (TFP) card whose internal oscillator is
28 volts DC and 115 VAC, 60 Hz from the l15V AC trained by signals from a GPS receiver
400 Hz bus generators. The research electrical system
then distributes power via two power buses to each Pallet #10 -Video #1/Test Director
pallet station. Each research pallet station is This pallet serves a dual role. It provides the primary
interfaced to the research power buses through alocal monitoring and control station for the entire video
power sub-panel to distribute power on that pallet. subsystem (total of 3 pallets).
All research power wiring is distributed to the pallets In addition, it serves as the
under the cabin floor to isolate it from research Flight Test Director station,
signal/data wiring that is routed inthe overhead cable providing the Test Director
trays. with communications
capabilities and enhanced
Pallet #7A -Wire Integration Unit situational awareness with a
This unmanned pallet is the central wiring point for total of eleven video monitors
all signals used by the experimental system. Its patch and a computer for data
panel configuration allows for relatively easy monitoring and GPS-driven
reconfiguration of multiple wire integration unit's positional display. The Test
(WIU) sub-chassis for patching of signals to various Director has a separate communications panel to
pallets allow independent communications on any available
radio and intercom channel. The panel also includes a
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American Institute of Aeronautics and Astronautics
tunableVHFradio(w/enablsewitchwhichallows
parameters per second on an optical disk. The files
anyaftcabinstationtostransmvitiathisVHF)a,nda
can be moved to a floppy disk for later use by an
public addresshandset for intra-aircraft
experimenter or it may be sent to any device on the
announcemeAnstst.hevideosystemcontrolt,he
aircraft LAN. Once on the ground, the files may be
palletusesninemonitorsforverifyingrecorded
transcribed to a CD for permanent storage. The
imagesandtwo feedbacmk onitorscapableof
system controller is a Force Computer 68040
selectinagnyofthefourcameraandfourcomputer
processor installed in a VME chassis running
generatevdideosources.Thepalletalsohouses VxWorks.
camercaontroulnitsforthefourcamersaourcetsh,e
tailcamerhaeatearndcontrollearn,davideoselector Pallet #13 -Video #2
switchthatallowsanyoftheaudiosourceosnboard
This is the primary video pallet
toberecordeodnanyofthevideorecordings.
for recording the video sources
and for scan converting the
Pallet # 11 -Data Acquisition System (DAS) signals into the correct output
The DAS provides the data format. The system is capable of
acquisition and storage of recording all of the video
aircraft parameters from analog sources and contains a playback
sensors, SCRAMNet fiber optic feature on VCR #1 for playing
link, and the aircraft 429 busses. back video onboard the aircraft.
A setup computer is used for The pallet contains 8 Super VHS
system setup, control, and video recorders, 4 YEM scan
monitoring. The heart of the converters for converting the computer-generated
DAS is the Advanced Airborne sources, and 4 SONY scan converters for converting
Test Instrumentation System (AATIS) pulse coded the video sources to the correct format for telemetry.
modulation (PCM) system. The AATIS has the
capability to monitor 96 analog data channels and Pallet #14 -Video #3
192 discrete inputs. Direct connection to analog The Video three pallet provides
sensors is via the wire interface unit (WIU) and it's switching for the video
associated signal-conditioning integrated circuitry. subsystem and recording of all
The DAS is connected to the aircraft 429 busses via a audio sources. Two RM5000
custom built 429 interface to the Advanced Airborne routing switch matrices provide
Test Instrumentation System (AATIS). The system is the ability to switch the
currently configured to record 1,000 aircraft appropriate video sources
parameters to magnetic tape using a Mars II tape throughout the aircraft
recorder. Parameters can be recorded at a bit rate of Diagnostic and troubleshooting
555,555 bits/second for 20 hours at sampling rates of equipment as well as multiple video distribution
200, 50, 25, 12.5 and 6.25 Hz. The system is amplifiers for duplicating various video sources
connected to the research system via SCRAMNet+ reside on this unmanned pallet. A Stancil audio
fiber optic link. recorder continuously records all audio sources,
including the cockpit voice audio.
Pallet #12 - Data Processing & Display Station
(DPDS_ Pallets #15 & 16- Technology Transfer Area (TTA)
The DPDS takes serial PCM #1 #2
data, processed and recorded by This area allows
DAS, and converts any of 1,000 researchers to
data parameters to engineering accommodate up to
units (i.e., altitude in feet) for 18 onboard
display to a researcher at the observers, and
DPDS pallet in real-time. provides them with
The system provides various the appropriate
easily configured display information to
options, including plots, tabular facilitate the real-
data, time histories, and many time transference of technological knowledge during
different graphical formats. The display can be driven various flight tests. Each pallet has a 20" flat-panel
by real-time data, or used to play back previously display that can be configured to display the desired
recorded data. The DPDS can record as many as 500 research images. Additionally, two 8" monitors
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American Institute of Aeronautics and Astronautics
locatedoneachpalletallowsthemonitorinogf
Low Visibility Landing and Surface Operations
additioniamlagesA.udiospeakearrseutilizedduring
(LVLASO) and Runway Incursion Prevention
onboarpdlaybacfkromVCR#1.Thesperovidean
System (RIPS) 7
audiblesourcfeordemonstratioinntsheTTA.The
A main focus of the research conducted at Langley is
TTAareaalsoprovidesspacfeoradditionraelsearch
the investigation of technology that will improve the
palleltocations.
safety and efficiency of aircraft movements on the
surface during the operational phases of landing
rollout, turn-off, inbound taxi and outbound taxi. In
ARIES's Accomplishments
poor visibility, at night, or at unfamiliar airports,
operating safely on the airport surface at rates equal
Since ARIES was purchased in 1994 the aircraft has
(or better) to those in clear weather requires that both
completed a variety of research efforts, most of
pilots and controllers be provided with supplemental
which have been focused at furthering the efficiency,
information about the state of the airport and relevant
effectiveness, and safety of civil transport aviation.
traffic. It is hoped that by providing supplemental
These studies have helped develop the technology
guidance and situational awareness information to
that will enable the aviation industry to reach the
both pilots and controllers, safety margins will be
national goal, set by President Clinton, of reducing
increased and operations can be maintained atVisual
the fatal aircraft accident rate by 80% in ten years
Meteorological Conditions (VMC) capacities,
and 90% in 25 years. A discussion of ARIES'
regardless of actual visibility conditions.
involvement in some of these programs follows.
Initially conducted as part of the Low Visibility
High Intensity Radiated Field Sources - (HIRF) 4
Landing and Surface Operations (LVLASO)
In February 1995, the NASA LARC conducted a
program, this effort has evolved into what is now
series of aircraft tests aimed at characterizing the
called the Runway Incursion Prevention System
electromagnetic environment (EME) in and around a
(RIPS). The change in name represents a
Boeing 757 airliner. As the complexity and criticality
programmatic evolution from ajoint research project
of the functions performed by the on-board
working capacity issues to a national effort
electronics increases, so does concern about the
addressing a critical safety issue. Certainly the
vulnerability of these systems to electromagnetic
demands for air travel continue to grow, but reported
interference (EMI). Sources of EMI that are of
surface incidents have continued to increase at an
particular concern are man-made radio frequency
alarming rate. Hazardous runway incursions rates
(RF) sources generated external to the aircraft, such
increased by more than 50 percent and at least five
as radar and radio transmitters. These potential
fatal airport surface accidents occurred from 1990-
sources of EMI are collectively known as HIRF or
1999. In 2000, 431 surface incidents were reported,
High Intensity Radiated Field sources.
an all-time high. Reduced visibility was a
contributing factor in many of these accidents and
During the EME flight test, measurements were made
incidents.
of the electromagnetic energy coupled into the
aircraft and the signals induced on select structures as
Since 1996, ARIES has participated in a series of
the aircraft was flown past known RF transmitters.
flight experiments and demonstrations supporting this
The aircraft was instrumented with an array of
effort. ARIES has performed flight and taxi
sensors positioned to study the electromagnetic
operations for LVLASO at the Hartsfield Atlanta
coupling characteristics and shielding effectiveness
International Airport in 1997, and for RIPS at the
of the aircraft's three main compartments; the flight
Dallas-Ft. Worth Airport in 2000. To complete the
deck, the avionics bay, and the passenger cabin.
LVLASO and RIPS testing, ARIES was equipped
ARIES flew a total of 56 data runs against four RF
with experimental displays that were designed to
sources. Predetermined flight profiles were flown to
provide flight crews with sufficient information to
ensure that electromagnetic energy impinged upon
enable safe expedient surface operations in any
the aircraft fuselage at various angles of incidence.
weather condition down to a runway visual range
The flight test provided data used to validate
(RVR) of 300 feet. In addition to flight deck displays
computational techniques for the assessment of
and supporting equipment onboard the B-757, there
electromagnetic effects in commercial transport
were also ground-based components of the system
aircraft. Such knowledge will improve the design
that provided for ground controller inputs and the
process, resulting in more robust and cost effective
uplink of surveillance of airport surface movements.
designs.
The prototype system consisted of several advanced
technologies that made up an integrated
8
American Institute of Aeronautics and Astronautics
Figure 8: RIPS HUD and Electronic Map Displays
communication, navigation, and surveillance (CNS) for similar potentially hazardous runway conditions,
system. Airport Surface Detection Equipment-3 and establishing reliable correlation between ground
(ASDE-3) data was fused with other surveillance data vehicle friction measurements and aircraft braking
and was provided to both the controller and the test performance. Accomplishing these objectives would
aircraft. Various algorithms analyzed the potential for not only give airport operators a better way to
incursions and generated appropriate alerts. This evaluate runway friction and maintain acceptable
specific implementation was designed to show operating conditions, but would also contribute to
whether the concept was both operationally and reducing traction-related aircraft accidents.
technically feasible.
These technologies were tested using the ARIES
aircraft with both NASA test pilots and commercial
757 captains acting as evaluation pilots. The
integrated ground and airborne components resulted
in a system that has the potential to significantly
improve the safety and efficiency of airport surface
movements, particularly as weather conditions
deteriorate. Data resulting from these tests are being
used to enhance the system's capabilities for future
implementations and to develop and validate
requirements for using these technologies in the
future.
Runway Winter Operations 8
Figure 9: NASA B757 makes a test run on a snowy
Runway water, ice or snow was a factor in more than
runway inMichigan.
100 airplane accidents between 1958 and 1993. Most
of those accidents involved fatalities. In support of
Since testing started in January 1996, five
the national effort to reduce the fatal aircraft accident
instrumented aircraft, including the Langley 737 and
rate, the NASA Langley Research Center partnered
757, and 13ground test vehicles have been evaluated
with Transport Canada and the FAA in a five-year
at sites in Canada, the United States, and Norway,
winter runway friction measurement program. The
completing nearly 400 instrumented aircraft test runs
on going research effort uses instrumented aircraft,
and more than 8,000 ground vehicle runs. Tests have
friction-measuring ground vehicles and test personnel
been performed on a variety of runway conditions,
from around the world. The major objectives of the
where researchers have taken manual measurements
Joint Winter Runway Friction Program include
to monitor conditions before and after a test run
coordinating different ground vehicle friction
series. From this substantial friction database,
measurements to develop a consistent friction scale
engineers have developed an international runway
9
American Institute of Aeronautics and Astronautics
frictionindex(IRFI)tostandardifzriectionreporting
evasive maneuver. Fewer bad-weather delays would
fromdifferentdevicesandto minimizepilot
mean financial savings for the airline industry, more
difficultiesin makingcriticaltakeoffandlanding
efficient airport operations, and travelers arriving at
decisionsA.n IRFI methodologsytandardthat their destinations on schedule.
definepsroceduarendaccurarceyquiremeinstusnder
reviewforapprovbaylaninternationcaolmmittee.
Synthetic Vision 11
Synthetic Vision System (SVS) research is being
Theoverarllesultsfromthisprogramwillincrease
conducted as a potential mitigation to the number one
aircrafstafetyandthecapacitoyfairportswhere
aviation safety hazard, Controlled Flight Into Terrain
wintecronditionasresevereS.omeoftheresultasnd
(CFIT), and the growing safety problem of runway
tesptrocedurmesayalsoapplytohighwasyafety.
incursions. SVS utilizes integrated, high-resolution
databases and photo-realistic display concepts to
Airborne Information for Lateral Spacin_ (AILS) provide improved situational awareness and path
9 control. Used in conjunction with integrity
In 1999 NASA and Honeywell collaborated on a monitoring sensors such as radar or Forward-Looking
joint effort to develop concepts, procedures, and Infra-Red (FLIR), Synthetic Vision Systems have the
supporting technology to safely enable closely potential to provide substantial safety and
spaced, independent, parallel approach operations. performance benefits.
The Airborne Information for Lateral Spacing (AILS)
system expanded on existing communication and
navigation technology to allow planes to land safely
in bad weather onparallel runways spaced as close as
2,500 feet. Currently, the minimum runway
separation during low visibility is 4,300 feet, which
means that some of the nation's biggest airports have
to shut down one of their closely spaced runways
when weather conditions deteriorate. Among the
facilities AILS technology could impact are airports
in Detroit, Seattle and Minneapolis.
The NASA B-757 ARIES and a Honeywell
Gulfstream IV (G-IV) were used in the flight test
effort. Honeywell provided the airborne DGPS,
ADS-B datalink, Traffic Alerting and Collision Figure 1O:SVS HUD image
Avoidance System (TCAS) II w/AILS algorithms,
and ground DGPS components. During the flight- The ARIES aircraft has been a key player in the SVS
testing, both aircraft would be set up on closely- work completed at the NASA LaRC. Photo-realistic
spaced parallel approach paths when the Gulfstream concepts have been successfully flown at Dallas-Ft.
would begin to "stray" off course toward the B-757. Worth in 2000, and Eagle-Vail, Colorado in 2001.
With the AILS system, the aircraft would "talk" to Using GPS positioning, the synthetic vision software
each other via the ADS-B. DGPS signals provided creates a three-dimensional map of the surrounding
precise information about each plane's location. The terrain. As the aircraft's position changes, this map
AILS algorithms would monitor the intrusion and changes accordingly, providing the pilot with an
trigger multiple levels of alerts. Ultimately, if accurate, 3D, moving display in the cockpit. In
required, the system could initiate an automatically addition to the terrain, runways, path guidance, and
flown evasive maneuver. Validation flights were other aircraft can also be integrated into the display.
completed at the NASA Wallops Flight Facility and Digitally superimposing aerial photographs gives the
in-flight demonstrations of the system were images a photo-realistic look. These images can be
completed at Minneapolis-St. Paul International presented to the pilot on either a head down display
Airport in November 1999 for FAA officials and (HDD) or a head up display (HUD). The
other Government and industry representatives. The monochromatic HUD uses outlines and shading to
demonstrations showed that safe weather- create the 3D terrain effect. Figure 10 is a HUD
independent operations with closely-spaced runways image showing the mountainous terrain around
could be viable through the simultaneous use of the, Eagle, Colorado.
the AILS alerting fimctions, and simple, consistent
pilot procedures that included a basic emergency
10
American Institute of Aeronautics and Astronautics