> *Serving the aviation community through world-class research, the
> FDDRL works to increase the capabilities of the flightdeck crew by
> expanding their roles and responsibilities with the use of new tools
> and concepts, to increase airspace capacity and
> safety.*![](media/image1.jpeg){width="1.7583333333333333in"
> height="1.2770833333333333in"}

**Flight Deck Display Research Laboratory (FDDRL) Capabilities**

**Human Systems Integration Division**

**Ames Research Center**

**POC: Walter Johnson (<wjohnson@mail.arc.nasa.gov>)**

**and Vernol Battiste (vernol.battiste-1@nasa.gov)**

The FDDRL supports the R&D of airside displays and interfaces. To that
end, researchers and developers collaborate to prototype and vet
concepts. Experiments are designed to focus on particular issues of
interest and are appropriately scaled in scope. The research concepts
are refined and matured iteratively between development and
experimentation.

The lab\'s principal product is the Cockpit Situation Display (CSD). The
CSD, designed around the lab's advanced Cockpit Display of Traffic
Information (CDTI), was originally built for, and incorporated into, the
2004 Distributed Air-Ground Traffic Management (DAG-TM) simulations. In
that project it served as the primary visual interface for both
medium-fidelity single and multi-pilot simulators. It also served as the
primary visual interface for the high-fidelity full-mission Advanced
Concepts Flight Simulator at the Ames Crew Vehicle System Research
Facility. Since its inception, many of the lab\'s part-task experiments
have examined, or leveraged, CSD technologies. CSD stations have been
deployed at several institutions throughout the country where they have
been used collaboratively with the FDDRL to study significant
human-in-the-loop (HITL) issues.

The CSD has been designed to be easy to configure, allowing its various
features and embedded tools to be selectively enabled or disabled. This,
in turn, has made it an easily used research platform, and the basis for
much experimentation and exploration. Within the FDDRL the CSD forms the
basis for fast prototyping and subsequent HITL examination of near and
far-term airspace concepts and flight deck procedures

**[Supporting Hardware]{.smallcaps}**

A networked cluster of PC\'s, including a central server/repository for
Computer-Aided Software Engineering tools and documentation, supports
the development team. Within the FDDRL lab itself several separate
facilities with varying levels of equipment - appropriate to the
complexity of the issues being investigated - support the activities of
the research staff. The lab supports 8 single-pilot stations and 4
multi-pilot stations, each consisting of 2 high-end PC\'s running CSD
and multi-aircraft control stations (MACS), plus real-time
screen-capturing software. There are also two stations for experimental
control and monitoring and data collection.

The lab contains two additional stations for conducting small scale,
part-task experiments. The first station contains an eye and head
tracker controlled by a PC, and a PC capable of running the CSD. The
second station contains an immersive environment lab with a 160-degree
field-of-vision (FOV) parabolic VisionStation. The VisionStation is
driven by a PC, which can run either the CSD or another custom
experimental software application. This station contains a virtual
reality (VR) cyber-glove with vibro-tactile feedback with 6
degree-of-freedom wrist tracking, a 3D space-mouse device and a second
PC for control and data collection. A stereo see-through XGA helmet
mounted display (HMD) and a semi-transparent goggle style HMD complete
the equipage for this station, which is intended for investigating
Augmented Reality/Virtual Reality applications and controller
interfaces.

The FDDRL also houses a fixed-base flight simulator configured with a
full flight console, power quadrant, pedals, side-by-side seats, and
four 50 inch plasma monitors for the out-the-window view. The console is
outfitted with avionics stack and other instrumentation, including FMC
and glass cockpit displays for emulating Boeing 777 capabilities. It is
driven by multiple high performance PC\'s, linked together in a
distributed LAN (local area network). The high-performance PC's enable
the running of a mixture of proprietary and off-the-shelf software that
includes a flight management system (FMS), instrument display
applications, user interaction modules, and the graphics for the
simulated out-the-window viewing. Finally, several cameras have been
installed to monitor and record crew activity.

The initial phases of integrating the CSD into the B-777 simulator as
the primary navigation display are complete, with additional hardware on
order to allow driving the console display from a workstation powerful
enough to take full advantage of the CSD 3D capability.

![](media/image2.jpeg){width="3.963888888888889in"
height="2.2402777777777776in"}

***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
Many of the future concepts included in the Next Generation Air
Transportation System Report have been successfully tested by the FDDRL.
The FDDRL is capable of generating airspace traffic levels to reflect
those of current day operations up to greater than three-times current
levels thereby creating a realistic multi-sector environment. Each
aircraft enters the airspace following a flight plan. A "pseudo-pilot"
(experimental confederate) can manipulate this flight plan in order to
follow instructions of an air traffic controller (ATC), or following a
scripted procedure provided to the pseudo-pilot in advance. This
provides a realistic traffic scenario in which to evaluate the
performance of experimental test participants (single aircraft pilots
and air traffic controllers). To date, the majority of the FDDRL studies
have used the Dallas-Fort Worth (DFW) airport, airspace and TRACON.*

*Research documents can be obtained on the group website:*
<http://human-factors.arc.nasa.gov/ihh/cdti/index.html> *or by
contacting the POC listed above.*

**[Cockpit Situation Display Description]{.smallcaps}**

The FDDRL CSD supports both traditional 2D and advanced 3D visualization
modes. In its most fundamental configuration the CSD emulates a standard
2D glass cockpit navigation display. However, both the 2D and the 3D
modes can provide any or all of a rich set of symbologies,
functionalities, and tools that have been designed 1) to depict the 4D
interrelationship of traffic, terrain, and weather within the airspace
volume, and 2) to provide a graphical user interface (GUI) to the Flight
Management System. The latest graphics technologies are used to enhance
immersion and situation awareness, allowing the flight crew to move
effortlessly and smoothly between 2D and 3D views. Specifically, the
display is based on a cylindrical container-like metaphor, and the
flight crew can simply rotate this cylindrical space into various
orientations for preferred viewing angles. In addition to manually
rotating the display volume, the flight crew is given several pre-set
buttons that are pre-configured to various canonical vantage points, or
which the user can configure to user-preferred vantage points. Panning,
zooming, anisotropic scaling, and several selectable viewing modes are
morph-animated between transitions to maximize continuous orientation
awareness. Environmental visualizations such as weather objects and
terrain features not only provide useful positional and hazard cues
along a proposed route, but aid in sustaining the immersive experience.

Some of the key enabling tools for enhancing pilot performance that have
been implemented on the CSD include:

> ![](media/image3.jpeg){width="2.5069444444444446in"
> height="2.576388888888889in"}**Conflict Detection and Resolution
> (CD&R)**. The original detection component of CD&R, developed at MIT,
> has been enhanced to provide both deterministic and probabilistic
> alerting. CSD alerts are depicted for strategic conflict detection as
> opposed to tactical conflict detection. The alerting logic detects
> upcoming conflicts (or losses of separation) based on an algorithm
> which takes into account the aircraft intent information and/or
> aircraft state information (current heading, altitude, speed).
> Conflict resolution responsibility is determined by AI-based
> rules-of-the-road, which unambiguously assign conflict-resolution
> responsibility to a single aircraft. The automated resolution
> component is derived from a geometric algorithm developed at NASA
> Ames. This but which has been heavily modified to accommodate FMS
> information and constraints to calculate speed, altitude, and lateral
> maneuvers.
>
> In the near future, Heinz Herzberger\'s Advanced Airspace Concept
> Conflict Resolution Logic will be added to the existing CD&R tool. The
> algorithm of choice will be configurable at runtime. While both
> algorithms compute resolution maneuvers based on geometric analysis,
> they differ primarily in how the burdened aircraft (the aircraft
> *burdened* to resolve the conflict) is selected. The first and
> original resolution as described above is based on rules-of-the-road
> and is ownship-centric. The second resolution algorithm considers all
> possible maneuvers among all aircraft involved in the conflict.
> Burdening is then assigned to the aircraft that has the optimal
> solution available, regardless of the rules-of-the-road. This is
> therefore a multi-aircraft solution driven algorithm. Both algorithms
> will fully support the CSD Route Assessment Tool (RAT), described in
> the following section.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> primary satellite navigation (2008), initial air/ground trajectory
> navigation (2008), reduced separation standards (2016), incident
> coordination (2016), 4D contracts for airspace (2016), multi-aircraft
> per runway (2020), delegated separation (2020)*
>
> ![](media/image4.jpeg){width="2.5in" height="2.5819444444444444in"}The
> **Route Assessment Tool (RAT)** provides the ability to create and
> visualize in-flight route modifications, submit proposed route
> modifications to ATC, receive route modifications from ATC, and
> execute any of these modifications depending on flight status. The
> planning and implementation of these flight plan modification
> possibilities are subject to provisional alerting and are made
> available for 1) strategic conflict resolution, 2) RTA requirements,
> 3) weather avoidance, 4) direct route efficiency, 5) dynamic Special
> Use Airspace (SUA) avoidance, and eventually 6) terrain avoidance.
>
> ***FDDRL CSD Simulation Compatibility with JPDO Migration Roadmap
> Requirements**: time-based metering (2008). Primary satellite
> navigation (2008), initial air/ground trajectory navigation (2008),
> Wx-cognizant strategic traffic management automation (2008). Unique
> aircraft ID and broadcast/listen of position /intent (2008). Reduced
> separation standards (2016), 4D contracts for airspace (2016)
> delegated separation (2020).*
>
> ![](media/image5.jpeg){width="2.4791666666666665in"
> height="2.5597222222222222in"}The **Required-Time-of-Arrival (RTA)**
> algorithm generates speed advisories for meeting an assigned RTA at
> the metering gate. The RTA is set using the RAT, which attempts to
> assign airspeeds that achieve this RTA. As with all the other CSD
> tools, the RTA tool was designed for intuitive interaction.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> time-based metering (2008). Unique aircraft ID and broadcast/listen of
> position/intent (2008), primary satellite navigation (2008)). Aircraft
> self-separation per clearance (2016). Reduced separation standards
> (2016) delegated separation (2025).*
>
> ![](media/image6.jpeg){width="2.470138888888889in"
> height="2.5416666666666665in"}The **Spacing** **Tool** allows for
> self-spacing behind a designated lead aircraft (e.g., maintain 90
> seconds behind aircraft XYZ). The spacing tool requires an input of
> the assigned en trail spacing value while algorithms work to adjust
> Ownship's speed in order to maintain the required interval. While the
> tool is active, the pilot is provided with updated visual information
> regarding the current spacing status.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> unique aircraft ID and broadcast/listen of position/intent (2008).
> Primary satellite navigation (2008)). Aircraft self-separation per
> clearance (2016). Reduced separation standards (2016) delegated
> separation (2020).*
>
> ![](media/image7.jpeg){width="2.4347222222222222in" height="2.5in"}The
> **3D Terrain Display** provides location and hazard cues to pilots.
> Topographic information including bodies of water are presented in a
> three dimensional format that is proportional to vertical scaling. An
> uncluttered format is also available that projects the surface detail
> onto a flat plane. The database consists of high resolution mapping
> (down to 30 meter detail) of the continental US. Flight planning
> incorporates real-time interactive hazard detection of terrain by
> highlighting proximal regions of terrain along the proposed path.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> proactive risk-based safety (2005 -- 2020).*
>
> ![](media/image8.jpeg){width="2.4340277777777777in"
> height="2.5069444444444446in"}**2D/3D Weather Display.**
> Pilot-selectable 2-D and 3-D depictions of weather objects and terrain
> features are integrated into the display, and allow intuitive and
> direct evaluation of the relationship of these hazards to the intended
> route. A weather data collection and delivery system was developed to
> meet the needs of the FDDRL for providing realistic weather scenarios
> in its simulations. It is comprised of three subsystems. The Wx
> Collection subsystem acquires real-world weather data from NOAA and
> NWS portals, and correlates and stores them. The Wx Scenario Generator
> accesses the data repository and provides for searching and
> viewing/editing capabilities to create a suitable weather environment
> in a scenario. The Wx Server coordinates scenario access functions via
> network commands or a web interface from connected clients, and
> distributes the data. The FDDRL CSD is the first such client,
> rendering a 3D stylized representation of the weather.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> common weather picture (2008), probabilistic weather tools (2016).*

A highly flexible graphical-user-interface with configurable independent
windows and a nascent speech recognition system completes the
user-interface feature set of the CSD.

**[Other Products and Lab Capabilities]{.smallcaps}**

Ancillary products, developed primarily for the FDDRL but with uses in
other environs, are available.

> **Voice-over IP**. A multiple channel voice communication system
> utilizing voice-over-IP technology has been developed. It is called
> *DagVoice* commemorating its first application in the DAG-TM
> simulation as a radio communication emulator. DagVoice is capable of
> accommodating up to 50 users conversing simultaneously. Since it is
> essentially software-based, it not only replaces a host of
> communication equipment and dedicated wiring, but it can be easily
> reconfigured, scaled, and massively deployed. Each user requires one
> computer host and a network link.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> Adds realism to simulations by allowing for pilot-controller
> interaction using pilot push-to-talk headsets.*
>
> **Interlab Connectivity.** The *Aeronautical Datalink and Radar
> Simulator* developed at the NASA Ames Airspace Operations Laboratory
> (ADRS: Prevot, T. (2004). *Rapid Prototyping and Exploration of
> Advanced Air Traffic Concepts.)* is the "distributed simulation hub"
> and air traffic host computer emulator. The ADRS maintains all
> aircraft state and trajectory information and all pilot and controller
> flight data inputs. A network of ADRS servers can be launched that
> distributes the communication load and provides access points for a
> nearly unlimited number of MACS and CDTI client processes. It also
> provides access points for other simulators like full mission flight
> simulators or other air traffic laboratories. To date, the following
> sources have connected to the ADRS to work collaboratively with the
> FDDRL: *Air Traffic Operations Laboratory* at NASA Langley Research
> Center, the *Advanced Concepts Flight Simulator*, the *Department of
> Psychology Aviation Lab* at California State University Long Beach and
> the *Future Flight Central* Tower simulator at NASA Ames Research
> Center.
>
> ***FDDRL CSD Compatibility with JPDO Migration Roadmap Requirements**:
> This capability enables the FDDRL to run joint studies with the
> Airspace Operations Lab (AOL). The AOL provides an advanced air
> traffic control simulation environment to the simulations. This
> environment can be shared with other labs that have the capability to
> connect to the ADRS.*