NASA Research and Transition to the FAA

Human/Systems Focus

Tom Prevot

Human Systems Integration Division

NASA Ames Research Center
NASA Sites

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NASA Sites addressing Aviation Human Factors 

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• Crew Systems and 

Aviation Operations 

Branch

• Human-Systems 

Integration Division

• Aviation Systems 

Division

• Intelligent Systems 

Division

Human factors research at NASA is largely embedded in overarching research effort

All organizations addressing HF have a mix of engineers, computer scientists and HF specialists

Human/Systems integration primary focus rather than classic HF
NASA Aeronautics Research and FAA involvement

• NASA’s lower TRL research informs FAA and other stakeholders via publications and presentations

– NASA Aeronautics Mission Directorate (ARMD) determines the research according to NASA’s research strategy, 

funds and conducts the research

– NASA engages stakeholders and partners in research process and publishes/presents results 

• NASA’s higher TRL research and technologies transitions to FAA via Research Transition Team 

– NASA develops relevant concepts and technologies to higher TRL

– NASA/FAA Research Transition Team (RTT) is formed and technology transfer is coordinated

– Coordinated and joint activities transition NASA research results, concepts and technologies for FAA implementation

• NASA research can be directly funded by FAA

– FAA determines that NASA has the required expertise/capabilities and funds NASA directly to conduct specific 

research

• Other: E.g. Commercial Aviation Safety Team (CAST) Research Safety Enhancements

– NASA takes responsibility for Airplane State Awareness (ASA) research elements proposed by CAST

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FROM NASA’S STRATEGIC VISION TO 

POTENTIAL FAA IMPLEMENTATION

NASA HSI Research and Transition to the FAA

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NASA Aeronautics Research Six Strategic Thrusts

Safe, Efficient Growth in Global Operations 

• Enable full NextGen and develop technologies to substantially 

reduce aircraft safety risks 

Innovation in Commercial Supersonic Aircraft

• Achieve a low-boom standard

Ultra-Efficient Commercial Vehicles

• Pioneer technologies for big leaps in efficiency and 

environmental performance

Transition to Low-Carbon Propulsion

• Characterize drop-in alternative fuels and pioneer 

low-carbon propulsion technology

Real-Time System-Wide Safety Assurance

• Develop an integrated prototype of a real-time safety 

monitoring and assurance system

Assured Autonomy for Aviation Transformation

• Develop high impact aviation autonomy applications

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How are the vision’s research thrusts used?

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Airspace Operations and 

Safety Program 

Advanced Air Vehicles 

Program 

Integrated Aviation Systems 

Program 

Transformative Aeronautics 

Concepts Program 

AOSP AAVP IASP 

TACP 

Safe, Efficient Growth in 

Global Operations 

Real-Time System-Wide 

Safety Assurance 

Assured Autonomy for 

Aviation Transformation 

Ultra-Efficient Commercial 

Vehicles 

Innovation in Commercial 

Supersonic Aircraft 

Transition to Low-Carbon 

Propulsion 

Assured Autonomy for Aviation 

Transformation 

Flight research-oriented, 

integrated, system-level R&T 

that supports all 

six thrusts 

X-planes/ 

test environment 

High-risk, leap-frog ideas that 

support all six thrusts 

Critical cross-cutting tool & 

technology development 

MISSION PROGRAMS 

SEEDLING PROGRAM 

All of the programs address more than one, or all, of the research thrusts. 
What is the Airspace Operations and Safety Program?

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Continues Airspace Systems Program 

research, and the aircraft state 

awareness research and system wide 

safety research that was previously 

conducted within the Aviation Safety 

Program.

Develops and explores 

fundamental concepts, algorithms, and 

technologies to increase throughput and 

efficiency of the National Airspace System 

safely. 

Provides knowledge, concepts, and methods 

to the aviation community to manage 

increasing complexity in the design and 

operation of vehicles and the air transportation 

system. 

Airspace 

Operations and 

Safety Program

This program integrates the Airspace Systems Program and Aviation System-Safety work.

Projects

Airspace Technology Demonstrations

SMART NAS—Testbed for Safe 

Trajectory-Based Operations

Safe Autonomous System Operations
Research Transition via NASA/FAA Research Transition Teams (RTT)

• NASA Aeronautics Mission Directorate (ARMD) determines the research according to NASA’s research 

strategy, funds and conducts the research

• NASA engages stakeholders and partners in research process and publishes/presents results 

If suitable for near-term implementation and highly promising

• NASA develops relevant concepts and technologies to higher TRL 

• May become Airspace Technology Demonstration (ATD) project

• NASA/FAA Research Transition Team (RTT) is formed and technology transfer is coordinated

• Coordinated and joint activities transition NASA research results, concepts and technologies for FAA 

implementation

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NASA’s work on 

these technologies 

Efficient Descent Advisor (EDA) 

• Speed Advisories 

♦ Path Stretch Advisories 

• Operational in 

Albuquerque 

Center in 2014 

♦ Potential FAA 

deployment 2018 

• $97M/yr savings - improved meter-fix 

delivery accuracy 

• $31M/yr savings - reduced fuel burn 

in en route airspace 

♦ $143M/yr savings - improved meterfix delivery accuracy 

♦ $46M/yr savings reduced fuel burn in 

en route airspace 

♦ 60% reduction in metering-related 

clearances 

Product Benefits 

Transferred to FAA - 

Jan. 2012 

MULTI-SECTOR PLANNER (MSP) 

• Contributes to bridging the gap between 

strategic flow contingency management 

and the tactical separation management 

functions

NASA’s work on 

these technologies 

• 15% reduction in total delay 

• Avg. delay reduced 24–37min/flt 

to 2.2–2.8 min/flt 

• 1/3 of reroutes were shortened an 

avg of 11.2nm/flt

• Informed Flow 

Based Trajectory 

Management 

Segment Bravo 

(2018) OI 

Definition 

Transferred to 

FAA – July 2011 

Product Benefits 

NASA’s work on 

these technologies 

Precision Departure Release 

Capability (PDRC) 

• Precision release of tactical departures 

for efficient en route stream merge 

• Analogous to cars merging onto a busy 

freeway 

• FAA expected 

deployment 2018 

• 50% increase in departure time 

conformance 

• $20M/yr savings to airlines from 

increased en route slot merge 

compliance 

Product Benefits 

Transferred to 

FAA - July 2013 

NASA’s work on 

these technologies 

TERMINAL SEQUENCING & SPACING 

TOOL (TSAS) 

• Advanced scheduling and sequencing of 

arrivals and runway 

• Terminal controller advisories to 

maintain precision schedules 

implemented on FAA’s STARS system 

• FAA Final 

Investment 

Decision (FID) 

December 2014 

• FAA expected 

deployment 2019 

• Precision scheduling (+/- 15 sec) to 

runway for increased throughput 

• 98% PBN conformance during high 

density, mixed equipage operations 

for fuel-efficient operations 

• $300-400M – Annual savings to 

airline

Transferred to FAA 

- July 2014 

Product Benefits 

For Government Use Only 10/63 

NASA-FAA Research Transition Process

NASA Concepts Technology Demonstrations FAA 
RTT Membership 

Integrated Arrival 

Departure Surface 

Operations 

Applied Traffic Flow 

Management & Wx 

Integration Autonomy 

Efficient Flow Into 

Congested 

Airspace 

Data Management 

Realtime System 

Wide Safety 

Assurance 

Research Transition Teams
Example Research Transition Activities 

• Terminal Sequencing and Spacing (TSAS) 

• Advanced scheduling and sequencing of arrivals and runway 

• Terminal controller advisories to maintain precision schedules implemented on 

FAA’s STARS system 

• Unmanned Arial System Traffic Management (UTM) 

– Safely Enabling UAS Operations in Low-Altitude Airspace 

– SAFELY ENABLING UAS OPERATIONS IN LOW-ALTITUDE 

AIRSPACE
Terminal Sequencing and Spacing (TSAS) 

Objectives 

• Demonstrate routine use of Performance-Based Navigation (PBN) during 

busy traffic periods 

• Accelerate transfer of NASA scheduling and spacing technologies for 

inclusion in late mid-term NAS 

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CMS Controller-Managed Spacing

in Terminal Airspace

TBFM Traffic Management Advisor

with Terminal Metering

FIM Flight Deck Interval Management

for Arrival Operations

NASA	Technologies	

plus	

ADS-B	Infrastructure	

Area	Naviga=on	(RNAV)	Arrivals	

Required	Naviga=on	Performance	(RNP)	

Op=mized	Profile	Descents	(OPD)	

ATM Technology Demonstration #1 (ATD-1): 

Integrated Arrival Solution 

TBFM Time-Based Flow Management (TBFM) 

with Terminal Metering

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CMS Controller-Managed Spacing

in Terminal Airspace

TBFM Traffic Management Advisor

with Terminal Metering

NASA	Technologies	

plus	

ADS-B	Infrastructure	

Area	Naviga=on	(RNAV)	Arrivals	

Required	Naviga=on	Performance	(RNP)	

Op=mized	Profile	Descents	(OPD)	

Terminal Sequencing and Spacing (TSAS): 

Planned FAA Capabilities 

TSAS	

TBFM Time-Based Flow Management (TBFM) 

with Terminal Metering

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NASA TSAS Prototype Capabilities 

Graphic	courtesy	of	MITRE	Corpora8on.		

							25L	5	

180	

210	

Slot Marker 

Slot Marker 

Speed 

Runway 

Assignment 

Landing 

Sequence 

Speed 

Advisory 

Timeline 

Z	

AWE209	

090	B738	

0	

PHX25L	

AWE652	 AWE652	

ETA	 STA	

DAL1921	

SWA2053	

SWA1011	

AWE221	

SWA1825	

AWE24	

DAL1921	

SWA2053	

SWA1011	

AWE209	

AWE221	

SWA1825	

AWE273	

AWE24	

AWE251	

SWA2197	

30	

35	

SWAP

T PHX25L	

AWE273	

AWE209	

7	of	17	
Results

During high-fidelity human-in-the-loop simulations of Terminal Sequencing and 

Spacing, air traffic controllers have significantly improved their use of PBN procedures 

during busy traffic periods without increased workload. 

Without TSS TSS 

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Results

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Integration with other new concepts/technologies 

(Risk mitigation simulation at NASA Ames summer 2015)
Identifying interoperability issues 
NASA Transitions TSAS to FAA 

• ATD-1 transferred Terminal Sequencing and Spacing (TSAS) technologies to 

the FAA 

• TSAS intended to enable routine use of underutilized advanced avionics and 

PBN procedures 

– Potential benefits to airlines operating at initial TSS sites estimated to be 

$300-400M/year 

• FAA is planning for an initial capability in the NAS in 2019 

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Example Research Transition Activities 

• Terminal Sequencing and Spacing (TSAS) 

• Advanced scheduling and sequencing of arrivals and runway 

• Terminal controller advisories to maintain precision schedules implemented on 

FAA’s STARS system 

• Unmanned Arial System Traffic Management (UTM) 

– Safely Enabling UAS Operations in Low-Altitude Airspace 

– SAFELY ENABLING UAS OPERATIONS IN LOW-ALTITUDE 

AIRSPACE
Unmanned Aerial System Traffic Management (UTM) 

Near-term Goal: Safely enable initial low-altitude UAS as early as possible 

Long-term Goal: Accommodate increased demand with highest safety, efficiency, and capacity 

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UTM Design Functionality: Cloud-based 

• Safe low-altitude UAS operations with 

– Airspace management and 

geofencing 

– Weather and severe wind 

integration 

– Predict and manage congestion 

– Terrain and man-made objects: 

database and avoidance 

– Maintain safe separation (Airspace 

reservation, V2V, & V2UTM) 

– Allow only authenticated operations 

Self-driving car does not eliminate lanes and rules for efficient and safe operations 

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DIGITAL, VIRTUAL, & FLEXIBLE RISK-BASED APPROACH AND SERVICE INFRASTRUCTURE 

• Authentication 

• Airspace design and 

geofence definition 

• Weather integration 

• Constraint 

management 

• Sequencing and 

spacing 

• Trajectory changes 

• Separation 

management 

• Contingency 

management 

 

Multiple 

customers with 

differing 

mission needs 

LINE-OF-SIGHT TO BEYOND LINE-OF-SIGHT: PILOTED TO AUTONOMOUS 

Tracking 

• ADS-B, cell, and 

satellite 

• Low-altitude 

radar/sensors at 

key locations 

(uncooperative) 

Real-time Weather 

& Wind 

Weather 

& Wind Predictions 

Airspace Constraints 

Transition between 

UTM and ATM 

airspace 

Constraints: noise, 

sensitive areas, privacy, 

etc. 

3D maps: terrain and 

human-made 

structures 

UTM SERVICES 

RANGE OF UAS EQUIPAGE AND DIVERSE MISSIONS

Other Low-altitude 

Operations 

UAS 1 UAS 2 UAS 3 UAS 1 Fleet 
BUILD 1 (AUGUST 2015) 

• Reservation of airspace volume 

• Over unpopulated land or water 

• Minimal general aviation traffic in area 

• Contingencies handled by UAS pilot 

• Enable agriculture, firefighting, 

infrastructure monitoring 

BUILD 3 (JANUARY 2018) 

• Beyond visual line-of-sight 

• Over moderately populated land 

• Some interaction with manned aircraft 

• Tracking, V2V, V2UTM and internet 

connected 

• Public safety, limited package delivery 

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BUILD 2 (OCTOBER 2016) 

• Beyond visual line-of-sight 

• Tracking and low density operations 

• Sparsely populated areas 

• Procedures and “rules-of-the road” 

• Longer range applications 

BUILD 4 (MARCH 2019) 

• Beyond visual line-of-sight 

• Urban environments, higher density 

• Autonomous V2V, internet connected 

• Large-scale contingencies mitigation 

• News gathering, deliveries, personal use 

Each build is independent and deployable 
Progress 

• Research Transition Team with FAA, DHS, and DoD

• 125+ industry and academia collaborators and increasing 

• Initial UTM Concept of Operations: Industry, academia, and government 

• Client interface is ready – You can connect with UTM 

• Build 1 tests with 12 partners begin at the end of August 

• International interest

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COMMERCIAL AVIATION SAFETY TEAM 

(CAST) RESEARCH SAFETY 

ENHANCEMENTS

NASA HSI Research and Transition to the FAA

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Aircraft State Awareness (ASA) Joint Safety Implementation 

Teams (JSIT) – Safety Enhancements 

Brief Review of ASA Study 

0

200

400

600

800

1000

1200

1400

1600

1800

2000

LOC-I CFIT RE-Landing

+ ARC

+ USOS

UNK MAC SCF-NP RE-Takeoff OTHR RI-VAP WSTRW FUEL RAMP SCF-PP F-NI EVAC

Number of 

fatal accidents 

(87 total)

Fatalities

External fatalities [Total 231]

Onboard fatalities [Total 4774]

Airplane state awareness [1036] *

1756 (85)

352 (0)

156 (69)

23 (0)

122 (3) 110(8)

154 (38)

2 (2) 3 (0)

1007 (0)

766 (17)

96 (1)

1 (8)

External fatalities

Onboard fatalities

20 17 17 3 2 1 5 4 1 1 1 9 3 2 1

1 (0)

ARC Abnormal Runway Contact

CFIT Controlled Flight Into or Toward Terrain

EVAC Evacuation 

F-NI Fire/Smoke (Non-Impact)

FUEL Fuel Related

LOC-I Loss of Control – In flight 

MAC Midair/Near Midair Collision

OTHR Other

RAMP Ground Handling

RE Runway Excursion (Takeoff or Landing)

RI-VAP Runway Incursion – Vehicle, Aircraft or Person

SCF-NP System/Component Failure (Non-Powerplant)

SCF-PP System/Component Failure (Powerplant)

UNK Unknown or Undetermined

USOS Undershoot/Overshoot

WSTRW Windshear or Thunderstorm

Note: Principal categories as assigned by CAST.

* Does not include Air France 447 (228) or Colgan Air 3407 (50) 11 

Events

225 (0)

Fatalities by CAST/ICAO Common Taxonomy Team (CICTT) 

Aviation Occurrence Categories

Fatal Accidents œWorldwide Commercial Jet Fleet œ2001 Through 2010
ASA JSIT – Safety Enhancements 

Brief Review of ASA Study 

• Joint Implementation Measurement Data Analysis Team (JIMDAT) identified loss of control inflight (LOC-I) as area of ongoing concern, particularly:

– Attitude (bank or pitch angle) awareness

• ~ 15% of all fatalities in worldwide scheduled air carrier operations since 2002

• FOQA: Rate of high-risk overbanks in the US = 4.9 per million flights

– Low airspeed / energy state awareness

• ~ 12% of all fatalities in worldwide scheduled air carrier operations since 2002, including last fatal accident in 

the US (Colgan Air 3407, Feb 2009)

• FOQA: Rate of high-risk stall warning events in the US = 6.1 per million flights

• ASA Joint Safety Implementation Teams (JSAT) analyzed 18 events in which flight crew lost 

awareness of airplane attitude or energy state

– 9 loss of attitude awareness: 8 accidents, 1 incident

– 9 loss of energy state awareness: 5 accidents, 4 incidents

– 161 standard problem statements (SPS’s)

– 274 intervention strategies (IS’s)

– 12 major themes


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Questions ?

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