{"project":{"acronym":"","projectId":33951,"title":"Networked ATM for Efficient Routing","primaryTaxonomyNodes":[{"taxonomyNodeId":10672,"taxonomyRootId":8816,"parentNodeId":10670,"level":3,"code":"TX05.5.2","title":"Quantum Communications","definition":"Quantum communications use entangled photons for transmissions, enabling highly secure communication systems.","exampleTechnologies":"High efficiency photon entangled sources, quantum repeaters, high efficiency quantum detectors, quantum cryptography","hasChildren":false,"hasInteriorContent":true}],"startTrl":1,"currentTrl":2,"endTrl":2,"benefits":"Our concept offers NASA two applications with significant value both near term and in the ATM+2 environment. In the near term, our architecture will identify improvements to existing NASA technologies such as DWR and TASAR. Our concept shows how to add benefits with the potential for improved communications technologies and increased cockpit access to low cost, reliable wireless. Strategically, our concept offers an early success for the Networked ATM subproject under the SMART NAS project. By developing an architecture that includes AOCs, our team offers NASA an alternate pathway to deployment of its ATM technology, without the delays and constraints of the FAA's Acquisition Management System and associated institutional barriers. In the longer term, our architecture offers the potential to add more functionality by providing a networked ATM solution that integrates communications, data collection, and optimized analysis that will support advanced concepts, including TBO and real time system wide safety assurance. Our architecture would support more extensive trajectory negotiation during a flight, which is a necessary complement to pre-departure trajectory negotiations. We offer an evolutionary pathway that generates near-term airline benefits at low cost. That success will encourage additional investments in advanced ATM concepts such as TBO.
Our concept has immediate application to airlines that want to improve operating efficiency and reduce costs and fuel consumption. A recent benefit study of DWR conducted by LMI estimated that a lower bound estimate of benefits from DWR alone would be at least $800 per aircraft, or over $3 million annually (Stouffer, et. al.). Our concept offers the potential for greater benefits by identifying more opportunities and increases the probability of successfully executing the improved route. Our approach also increases the number of airlines that would be interested as it offers a flexible solution that can be tailored to the airline preferred operating mode. Our concept provides a convenient mechanism for deploying the solution in the AOC using existing software services provided by our Sabre partner, or another provider of similar services. For some airlines, an EFB solution might be preferred and our concepts supports that implementation at low cost.","description":"Uncertainties in weather forecasts and traffic congestion sometimes result in inefficient planned flight paths for aircraft operating in the National Airspace System (NAS). Over the past several years, NASA developed two decision support tools to identify opportunities for efficient re-routes. The Dynamic Weather Routing (DWR) system uses information generated on the ground to identify candidate flights for re-routing and the airline operations center (AOC) sends the proposed change to the flight deck for subsequent negotiation with air traffic control (ATC). The Traffic Aware Strategic Aircrew Requests (TASAR) system is flight deck-based, using information available on the aircraft and software in the electronic flight bag (EFB) to suggest alternative routes. DWR successfully completed operational tests at ZFW and American Airlines and TASAR will soon begin operational evaluations at Alaska Airlines and Virgin America. Our concept proposes a more capable architecture that can take full advantage of emerging communications technologies to integrate AOC and flight deck capabilities. This approach offers a more robust, extensible architecture that can be tailored to an individual airline's operational model while simultaneously offering an upgrade path for adding more capability over time. Our solution aims to combine the best features of DWR and TASAR and adds more capability via enhanced data communications. Our solution fully integrates with the AOC but retains full access to the superior information from the flight deck. This enables our architecture to use the best available data, allocate data processing and analytical functions to where they can be performed most efficiently, and allows the airline to choose where it wants decision making to occur.","startYear":2015,"startMonth":6,"endYear":2015,"endMonth":12,"statusDescription":"Completed","principalInvestigators":[{"contactId":373660,"canUserEdit":false,"firstName":"Peter","lastName":"Kostiuk","fullName":"Peter F Kostiuk","fullNameInverted":"Kostiuk, Peter F","middleInitial":"F","primaryEmail":"peter.kostiuk@robust-analytics.com","publicEmail":true,"nacontact":false}],"programDirectors":[{"contactId":206378,"canUserEdit":false,"firstName":"Jason","lastName":"Kessler","fullName":"Jason L Kessler","fullNameInverted":"Kessler, Jason L","middleInitial":"L","primaryEmail":"jason.l.kessler@nasa.gov","publicEmail":true,"nacontact":false}],"programExecutives":[{"contactId":215154,"canUserEdit":false,"firstName":"Jennifer","lastName":"Gustetic","fullName":"Jennifer L Gustetic","fullNameInverted":"Gustetic, Jennifer L","middleInitial":"L","primaryEmail":"jennifer.l.gustetic@nasa.gov","publicEmail":true,"nacontact":false}],"programManagers":[{"contactId":62051,"canUserEdit":false,"firstName":"Carlos","lastName":"Torrez","fullName":"Carlos Torrez","fullNameInverted":"Torrez, Carlos","primaryEmail":"carlos.torrez@nasa.gov","publicEmail":true,"nacontact":false}],"projectManagers":[{"contactId":323968,"canUserEdit":false,"firstName":"Matthew","lastName":"Underwood","fullName":"Matthew C Underwood","fullNameInverted":"Underwood, Matthew C","middleInitial":"C","primaryEmail":"matthew.c.underwood@nasa.gov","publicEmail":true,"nacontact":false},{"contactId":461333,"canUserEdit":false,"firstName":"Theresa","lastName":"Stanley","fullName":"Theresa M Stanley","fullNameInverted":"Stanley, Theresa M","middleInitial":"M","primaryEmail":"theresa.m.stanley@nasa.gov","publicEmail":true,"nacontact":false}],"website":"","libraryItems":[{"file":{"fileExtension":"pdf","fileId":294805,"fileName":"SBIR_2015_1_BC_A3.01-9499","fileSize":145099,"objectId":291327,"objectType":{"lkuCodeId":889,"code":"LIBRARY_ITEMS","description":"Library Items","lkuCodeTypeId":182,"lkuCodeType":{"codeType":"OBJECT_TYPE","description":"Object Type"}},"objectTypeId":889,"fileSizeString":"141.7 KB"},"files":[{"fileExtension":"pdf","fileId":294805,"fileName":"SBIR_2015_1_BC_A3.01-9499","fileSize":145099,"objectId":291327,"objectType":{"lkuCodeId":889,"code":"LIBRARY_ITEMS","description":"Library 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To","infoText":"Advanced within the program","infoTextExtra":"Another project within the program","dateText":"December 2015"},{"transitionId":66688,"projectId":33951,"transitionDate":"2015-12-01","path":"Closed Out","closeoutDocuments":[{"title":"Final Summary Chart","file":{"fileExtension":"pdf","fileId":306489,"fileName":"SBIR_15_1_A3.01-9499","fileSize":128778,"objectId":66688,"objectType":{"lkuCodeId":1841,"code":"TRANSITION_FILES","description":"Transition Files","lkuCodeTypeId":182,"lkuCodeType":{"codeType":"OBJECT_TYPE","description":"Object Type"}},"fileSizeString":"125.8 KB"},"transitionId":66688,"fileId":306489}],"infoText":"Closed out","infoTextExtra":"","dateText":"December 2015"},{"transitionId":66689,"projectId":33951,"partner":"Other","transitionDate":"2016-04-01","path":"Advanced To","relatedProjectId":90135,"relatedProject":{"acronym":"","projectId":90135,"title":"Networked ATM for Efficient Routing","startTrl":1,"currentTrl":3,"endTrl":3,"benefits":"There are five immediate NASA applications: 1. The SMART NAS Regional Trajectory Based Operations Sub-project is directly relevant to this effort. Under Regional TBO, NASA will develop and test concepts for TBO in the New York metroplex. Our prototypes provide two direct applications: a. Concepts to test b. AOC-aircraft communications and application testing infrastructure to install and evaluate new TBO-related algorithms 2. TASAR operates in the EFB and would benefit from data that EDCN can receive from the AOC. 3. Dynamic Weather Routing (DWR) is a TMU-AOC decision support tool that currently operates outside of the airline IT security firewall. This severely limits is usefulness to dispatchers, especially during weather events when they need it most. Our EDCN applications work within the firewall and exchange data with AOC system continuously, provide a seamless decision support capability. 4. Real-time System-wide Safety Assurance in a strategic thrust that aims to provide prognostic risk tools to better identify hazards and precursors. Our EDCN offers a platform to gather and disseminate flight deck data for use by RSSA models. 5. Thrust 1 � Safe, Efficient Global Aviation � develops new concepts and tools to improve operational efficiency.
Airlines are eager to find ways to gain operational advantage from the availability of high bandwidth, reliable, low cost data communications. This provides a timely opportunity for both the EFB app and AOC app, and more generally the EDCN concept in the immediate future and as TBO evolves. Our concept can be deployed immediately using existing airline systems, while offering an upgrade path to support desirable new concepts including trajectory negotiation. Improved AOC access to aircraft state information will improve airline ability to predict aircraft flight times and benefit network performance. The principal mechanisms for offering our EDCN applications to airlines will come from our partnership with Sabre Airline Solutions and sales to other vendors and airlines. Our product will be attractive and add value to both AOC system vendors and EFB vendors. Airlines are also a direct sales channel, as they can add 3rd party applications to their EFBs, depending on the EFB OEM (Airbus, for example, does not allow 3rd-party apps on the EFB it sells with new aircraft purchases, which greatly reduces the value of their EFB in the view of many airlines.) Business aircraft will provide another early opportunity as they are typically more willing to experiment with new technologies and quicker to deploy it when receiving value.","description":"We developed a EFB Data Communication Network (EDCN) concept that offers a more capable air-ground communications architecture. The solution takes full advantage of emerging communications technologies to integrate AOC/FOC and flight deck capabilities and leverage existing system integration between the AOC/FOC and TFMS to fully close the loop between controllers, traffic managers, pilots and dispatchers on tactical reroutes. Closing the loop between these four key stakeholder groups is an essential element for the extension of Trajectory Based Operations (TBO) and User Preferred Trajectories (UPT) into the enroute domain including NAS Oceanic airspace. This approach offers a more robust, extensible architecture that can be tailored to an individual airline's operational model while simultaneously offering an upgrade path for adding more capability over time. Our solution aims to combine the best features of recent NASA research products including DWR, DAR and TASAR, and adds more capability via enhanced data communications and connected cockpits. The solution is centered on both integration with AOC/FOC systems and the EFB and integration of AOC/FOC systems, to provide full access to superior information. This enables our architecture to use the best available data, allocate data processing and analytical functions to where they can be performed most efficiently, and allows the stakeholders to collaborate and make the best operational decision for the users as well as ATC. Robust Analytics will developed and flight test a prototype of the EDCN with matched AOC and EFB applications to support uploading of graphical weather and exchange proposed flight re-routes to avoid weather and other NAS constraints.","startYear":2016,"startMonth":4,"endYear":2018,"endMonth":9,"statusDescription":"Completed","website":"","program":{"acronym":"SBIR/STTR","active":true,"description":"
The NASA SBIR and STTR programs fund the research, development, and demonstration of innovative technologies that fulfill NASA needs as described in the annual Solicitations and have significant potential for successful commercialization. If you are a small business concern (SBC) with 500 or fewer employees or a non-profit RI such as a university or a research laboratory with ties to an SBC, then NASA encourages you to learn more about the SBIR and STTR programs as a potential source of seed funding for the development of your innovations.
The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
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The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
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