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New Technologies for Reducing Aviation Weather-Related Accidents https://ntrs.nasa.gov/search.jsp?R=20060048302 2019-08-29T23:56:02+00:00Z CORE Metadata, citation and similar papers at core.ac.uk Provided by NASA Technical Reports Server NEW TECHNOLOGIES FOR REDUCING AVIATION WEATHER-RELATED ACCIDENTS H. Paul Stough, III*, James F. Watson, Jr.*, and Michael A. Jarrell** *NASA Langley Research Center, **NASA Glenn Research Center Keywords: aviation, safety, weather, turbulence, data link, cockpit systems Abstract information between airplanes in flight and providers and users on the ground [1-4]. This The National Aeronautics and Space paper describes these technologies developed by Administration (NASA) has developed NASA in partnership with the FAA, National technologies to reduce aviation weather-related Oceanic and Atmospheric Administration accidents. New technologies are presented for (NOAA), industry and the research community. data-link and display of weather information to aircraft in flight, for detection of turbulence ahead of aircraft in flight, and for automated in- 2 Cockpit Weather Information Systems situ reporting of atmospheric conditions from Deteriorating weather conditions are frequently aircraft. the cause of changes in flight objectives, and the pilot needs to know quickly where the weather 1 Introduction is better and what to do to get there. An aviation weather information (AWIN) system (Fig. 1) In February 1997, a U.S. goal was established to consists of weather products, a means for reduce the fatal accident rate for aviation by distributing the products to the users, and a 80% within ten years. Weather, a causal factor means to present the information to the users. in 30% of all aviation accidents, was identified However, pilots need more than just weather as a key area to be addressed. NASA information for in-flight decision making. This established an Aviation Safety Program (AvSP), includes aircraft capabilities, pilot capabilities, to develop technologies needed to help the and information on flight-path-relevant terrain, Federal Aviation Administration (FAA) and the obstacles, air space restrictions, and traffic. Data aviation industry achieve the national safety links are needed to exchange information goal. Within the AvSP, a Weather Accident between airplanes and ground stations. Aircraft- Prevention Project was created to develop new to-aircraft links may be needed for timely capabilities to reduce weather-related accidents. exchange of in situ weather reports. Many of these accidents have been attributed to Information from onboard sensors may be a lack of weather situation awareness by pilots passed to ground-based weather systems for in flight. Improving the strategic and tactical incorporation in updated forecasts and reports weather information available and its that can be subsequently transmitted to aircraft presentation to pilots in flight can enhance in flight. Data-link weather information systems weather situation awareness and enable are intended to provide information for long- avoidance of adverse conditions. term strategic planning and to augment onboard sensors such as weather radar and lightning New technologies have been developed for detectors. NASA efforts have addressed U.S. cockpit presentation of graphic weather national data-link weather information information, for turbulence prediction and capabilities for general aviation (GA), and both warning, for automated airborne in-situ weather national and worldwide capabilities for transport reporting, and for data linking of weather 1 aircraft. Both installed and portable weather adopted to accommodate any kind of data-link display technologies have been evaluated to technology. Both a satellite-based link and a meet the needs of these different user groups. terrestrial very high frequency/ultra-high The timeliness, accuracy and presentation of frequency (VHF/UHF) telephone link were cockpit weather information need to support evaluated. Several different types of weather decisions that result in safe and efficient actions. information could be overlaid or viewed individually. During the winter of 2001, United Air Lines conducted over 40 in-service evaluation (ISE) flights with the WINN system incorporated in a prototype electronic flight bag (Fig. 2). Weather products were delivered to the airplane via a GTE Airphone and included airport observations (METARs), terminal area forecasts (TAFs), ground weather radar reflectivity (NEXRAD), turbulence, significant weather cautions (graphic SIGMETs), and satellite cloud images. An average of 1 to 2 % time savings (and thus cost) per leg was Fig. 1. Block Diagram of an AWIN System attributed to increased weather situation awareness. A potential reduction in Aircraft 2.1 First-Generation Systems Communications Addressing and Reporting In 1998, NASA initiated cooperative research System (ACARS) messaging traffic (and thus efforts with industry-led teams to "jump start" cost) of 40 to 50% was estimated. the development and implementation of AWIN systems. These end-to-end systems were demonstrated through prototypes and in-service evaluations with teams led by Boeing and Honeywell for worldwide transport operations and ARNAV Systems and Honeywell- Bendix/King for U.S. national general aviation operations. These “first generation” systems utilized existing weather products reformatted for data link and display in the cockpit. This work was leveraged by the FAA to create a Flight Information Services Data Link (FISDL) Fig. 2. UAL WINN ISE system that provides data-link weather nationwide in the U.S. This FISDL system In the U.S., data-link cockpit weather achieved operational status in early 2002. information systems have now become a commercial off-the-shelf item, especially for Honeywell International, in a joint effort general aviation. A variety of display devices with NASA, developed a Weather Information and information delivery architectures are being Network (WINN) capable of providing employed to address the varied needs of GA graphical weather information to the cockpit of operators. The FAA recently began commercial and business aircraft flying implementation of a U.S. national Universal worldwide. The network included airborne Access Transceiver (UAT) network for displays, airborne and ground-based servers, provision of traffic and flight operational and multiple providers of weather products and information, including weather, data-linked to data-link services. An open architecture was the cockpit of equipped aircraft. 2 2.2 Weather Information Presentation Flight Service Stations (FSS) was found to offset the improved situation awareness to the NASA has examined how data-linked weather extent that decision making was no different information can best be used with other existing with or without the cockpit weather display. weather information available to pilots in flight. On-board weather radar, lightning detection Flight crew trust of cockpit weather systems, in situ reports from other aircraft and information and reaction as a team to displays information from collaboration with ground of impending adverse weather have been weather briefers need to be combined studied. Crews trusted onboard weather radar effectively with the products delivered to the more than data-linked information. When both pilot via data-link. Means need to be developed systems agreed, crews’ trust of the data-linked to help pilots search the information sources weather display increased. When the onboard available, identify trends and changes affecting and NEXRAD displays did not agree, the crews their flight, and make timely decisions to avoid trusted the onboard radar more, but still used the hazardous weather. NEXRAD to augment their overall situation awareness. Crews were more likely to make Formats for cockpit presentation of textual correct deviation decisions when the NEXRAD and graphic weather information have been system depicted the impending adverse weather. studied for their effects on pilot navigation decisions. These studies showed the need to display the airplane's position as part of graphic 2.3 Next-Generation Systems weather depictions; to provide an indication of NASA, Georgia Tech Research Institute, and distance or range; and to present the age rather Rockwell Collins developed a prototype AWIN than the time of the weather information. The system with the capability to combine resolution of graphic depictions of data-linked information from both on-board sensors and next generation radar (NEXRAD) was shown to data-links and to display graphical and textual affect pilot navigation decisions in adverse weather information to the pilots. This weather situations. When resolution of Airborne Hazard Awareness System (AHAS) NEXRAD images was increased, i.e. each pixel can automatically parse text and weather data, represented a smaller area, pilots were more convert it to graphics, evaluate both tactical and likely to continue their flights with the strategic hazards in the weather data stream and expectation that they could fly around or provide alerts to pilots. Weather products between significant weather. The best in-flight include visibility, ceiling, winds, gusts, convective weather situation awareness was precipitation, thunderstorm proximity and achieved when multiple weather information severity, storm tops, hail, icing and turbulence. sources (out-the-window view, radio voice Hazards assessed include proximity of communication, and data-link display) were SIGMETs en route, winds aloft en route, used together. projected thunderstorm
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