Simulation ecosystems are used in a variety of applications beyond their use in training of pilots. While simulators were initially used to help train pilots, they rapidly evolved into playing important roles in advancing aviation overall. Human factors assessments, aircraft and airport design, flightdeck instrumentation design, operating procedure development, air traffic control training, air traffic flow management evaluations are some examples of where simulators are used outside of the realm of direct pilot training (Lee, 2005).
A specific current day example of the use of simulators outside of pilot training is in FAA’s NextGen Program. Air traffic is expected to increase over the next 15 to 20 years and the “NextGen” Program is a comprehensive overhaul of the US National Airspace System to respond to the upcoming demands. NextGen introduces revolutionary new approaches to capacity problems. It will use newer technologies and automation to shift the way air traffic is managed. NextGen is not one idea, but a series of initiatives aimed at transforming different aspects of the aviation ecosystem (Federal Aviation Administration, 2014). The program has been structured into a set of program areas, typically focused on laying out infrastructure. These areas include Automatic Dependent Surveillance Broadcast (ADS-B), En Route Automation Modernization (ERAM), Data Communications (DataComm), National Airspace System Voice System (NASVS), Terminal Automation Modernization and Replacement (TAMR), and System Wide Information Management (SWIM). NextGen also has a set of portfolios that deliver new capabilities. The portfolios are Time-based Flow Management, Collaborative Air Traffic Management, Improved Approaches and Low-Visibility Operations, Improved Surface Operations, On-Demand NAS Information, Performance-based Navigation, Improved Multiple Runway Operations, Separation Management, and Environment & Energy (Federal Aviation Administration, 2014).
Clearly, the NextGen program will advance commercial aviation in the US and serve as a role model for other such implementations. It will also require changes that could impact the design of future aircraft, air traffic control processes and devices, airport layouts and maintenance facilities, training content, training processes, job aids and performance support systems. The NextGen program will rely heavily on the use of simulation environments to design and test the necessary changes (Callantine, 2008; Crutchfield, 2011; Doucet, 2013; Hunter, 2009). Many of the proposed changes need to be tested before implementation begins, but it is difficult to conduct human factors tests on an environment that does not yet exist. The use of synthetic environments in these situations bring benefits in terms of cost and risk. There is significant benefit to being able to simulate scenarios and test out human interaction with machines before their use in real-world environments.
One very specific example is the use of NextSim. NextSim is an ATC research simulator that collects performance, workload, and situation awareness data to address human factors/ ergonomics issues that might arise in NextGen (Durso, Stearman, & Robertson, 2015). Another example is where, according to a Rockwell Collins’ release, a Boeing 737 flight simulator in the FAA’s Flight Operations Simulation Laboratory (FOSL) in Oklahoma City, will be used to study the viability for NextGen to safely achieve benefits such as lower landing minima by using Rockwell Collins head-up displays with synthetic and enhanced vision during different phases of flight in low visibility conditions (“FAA chooses Rockwell Collins’ guidance systems”, 2012). At Oshkosh AirVenture 2010, the FAA NextGen Data Communications (DataComm) program demonstrated by using simulators that new Data Comm technology will deliver major savings in time, money, fuel, as well as, environmental effects. The technologies introduced by DataComm included its new air traffic control (ATC) and Boeing 737 cockpit simulators (Gonda & Zillinger, 2010).
Callantine (2008) describes the use of simulation to analyze human-in-the-loop route structure simulation data. Hunter (2009) describes the design and test of the simulators for use in NextGen, and further proposes test protocols for NextGen simulators. Doucett (2013) details out a cross-organization effort to setup a distributed environment comprised of aircraft and ATC simulator that can serve as a collaboration tool for NextGen design and test. Prevot, Homola, and Mercer (2008) study the trajectory based operations, a NextGen component using simulators.
Based on the discussion above, there is little doubt that simulators and synthetic environments have, and continue to play, a critical role in aviation, over and beyond their use for direct pilot training.
References
Callantine, T. (2008). An integrated tool for NextGen concept design, fast-time simulation, and analysis. In Proceedings of the AIAA Modeling and Simulation Technologies (MST) Conference, Honolulu, HI.
Crutchfield, J. M. (2011). NextGen update. Aviation, Space, and Environmental Medicine, 82(9), 925-925. doi:10.3357/ASEM.3117.2011.
Doucett, S. (2013). Distributed environment experiment for NextGen. doi:10.2514/6.2013-4277.
Durso, F. T., Stearman, E. J., & Robertson, S. (2015). NextSIM: A platform-independent simulator for NextGen HF/E research. Ergonomics in Design, 23(4), 23-27. doi:10.1177/1064804615572624.
FAA chooses Rockwell Collins’ guidance systems with synthetic and enhanced vision to support NextGen efforts. (2012). Entertainment Close-Up.
Federal Aviation Administration. (2014). NextGen Implementation Plan 2014. Retrieved from https://www.faa.gov/nextgen/library/media/NextGen_Implementation_Plan_2014.pdf
Gonda, J., & Zillinger, E. (2010). Digital avionics. Aerospace America, 48(11), 44.
Hunter, G. (2009) Testing and validation of NextGen simulators. doi:10.2514/6.2009-6124.
Lee, A. T. (2005). Flight simulation: Virtual environments in aviation. Burlington, VT;Aldershot, England;: Ashgate.
Prevot, T., Homola, J., & Mercer, J. (2008). Initial study of Controller/Automation integration for NextGen separation assurance. () doi:10.2514/6.2008-6330.
