This paper introduces NASA's Integrated Demand Management (IDM) concept and presents the results from an early proof-of-concept evaluation and an exploratory experiment. The initial development of the IDM concept was focused on integrating two systems-i.e. the FAA's newly deployed Traffic Flow Management System (TFMS) tool called the Collaborative Trajectory Options Program (CTOP) and the Time-Based Flow Management (TBFM) system with Extended Metering (XM) capabilities-to manage projected heavy traffic demand into a capacity-constrained airport. A human-in-the-loop (HITL) simulation experiment was conducted to demonstrate the feasibility of the initial IDM concept by adapting it to an arrival traffic problem at Newark Liberty International Airport (EWR) during clear weather conditions. In this study, the CTOP was utilized to strategically plan the arrival traffic demand by controlling takeoff times of both short-and long-haul flights (long-hauls specify aircraft outside TBFM regions and short-hauls specify aircraft within TBFM regions) in a way that results in equitable delays among the groups. Such strategic planning decreases airborne and ground delay within TBFM by delivering manageable long-haul traffic demand while reserving sufficient slots in the overhead streams for the short-haul departures. A manageable traffic demand ensures the TBFM scheduler does not assign more airborne delay than a particular airspace is capable of absorbing. TBFM uses its time-based metering capabilities to deliver the desirable throughput by tactically coordinating and scheduling the long-haul flights and short-haul departures. Additional research was performed to explore the use of Required Time of Arrival (RTA) capabilities as a potential control mechanism to improve the arrival time accuracy of scheduled long-haul traffic. Results indicated that both short-and long-haul flights received similar ground delays. In addition, there was a noticeable reduction in the total amount of excessive, unanticipated ground delays, i.e. delays that are frequently imposed on the shorthaul flight in current day operations due to saturation in the overhead stream, commonly referred to as 'double penalty.' Furthermore, the concept achieved the target throughput while minimizing the expected cost associated with overall delays in arrival traffic. Assessment of the RTA capabilities showed that there was indeed improvement of the scheduled entry times into TBFM regions by using RTA capabilities. However, with respect to reduction in delays incurred within TBFM, there was no observable benefit of improving the precision of entry times for long-haul flights.

This paper presents the methodology and results of a Human-In-The-Loop (HITL) simulation study conducted in the Airspace Operations Laboratory at NASA Ames Research Center. This study is a part of NASA's ongoing research into developing an Integrated Demand Management (IDM) concept, whose aim is to improve traffic flow management (TFM) by coordinating the FAA's strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The purpose of TFM is to regulate air traffic demand so that it is delivered efficiently through constrained airspace resources without exceeding their capacity limits. The IDM concept leverages a new TFMS capability called the Collaborative Trajectory Options Program (CTOP) to strategically precondition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for managing traffic tactically by generating precise arrival schedules. Unlike other TFM tools, CTOP gives flight operators the option of submitting a set of user-preferred alternative trajectories for each flight. CTOP can then use these trajectory option sets (or TOSs) to find user-preferred alternative routes to reduce demand on an overloaded resource. CTOP's effectiveness in redistributing demand is limited, however, by the availability of flights with alternative routes. The research presented in this paper focuses on evaluating the impact on TFM operations by varying the percentage of flights that submit a multiple-option TOS ('TOS participation levels'). Results show the impact on overall system performance and on the rerouted flights themselves. The simulation used a Newark (EWR) airport arrival scenario, with en route weather affecting traffic inbound from the west. Participants were asked to control each of the three arrival flows (north, west, and south) to meet their individual capacity constraints while simultaneously ensuring efficient utilization of the capacity at the destination airport. A large, permeable convective weather cell located southeast of Chicago severely reduced the capacity of the west flow. The study evaluated the impact of five different TOS participation levels on CTOP's ability to re-allocate traffic from the west and improve TFM performance in terms of delay assignment and traffic delivery rate to the airport.Overall, the results showed that increasing TOS submissions allowed the overall system delays to be reduced and fairly distributed among the three arrival flows, at the same time achieving the airport throughput rate. Moreover, it was found that aircraft who submitted a TOS saw a greater reduction in delay, even when they were assigned longer routes. This was particularly true when fewer aircraft submitted a TOS. The results confirm that the CTOP operations

No abstract

No abstract

No abstract

No abstract

The purpose of this study was to evaluate the effectiveness of a computerized academic testing format. Centered on the motivating and stress-reducing aspects of personal control, a modified form of global self-adapted testing (GSAT) was explored to help students who are challenged by test anxiety or low academic motivation. Forty-two students completed multiple GSATs throughout one semester of college-level, online statistics. Of those students, 20 volunteered to complete an academic motivation questionnaire at the beginning of the semester. The relationships between scores on the motivation questionnaire, GSAT use characteristics, and statistics performance were analyzed. Students who used the GSATs correctly approached more challenging questions and performed better on exams than did students who used the GSATs incorrectly. However, the class that experienced the GSAT intervention did not differ significantly on exam scores when compared to a class that did not experience the GSAT intervention. We concluded that GSAT did not improve statistics performance. Confounds which could have limited the results of this study are discussed. v ACKNOWLEDGMENTS I would like to express appreciation for Drs. Pamela Stacks and David Bruck, whose combined efforts made electronic thesis submission and review possible at SJSU. Thanks are due to Cheryl Cowan, the Graduate Studies Associate, and former Thesis Coordinator Alena Filip, in the Office of Graduate Studies. Cheryl and Alena's involvement in graduate research is a valuable resource to all graduate students who seek help and information. I would also like to thank the anonymous thesis reviewers whose efforts are essential for maintaining excellent standards in graduate studies. Thank you to my thesis advisor, Dr. Sean Laraway, and my esteemed committee members, Drs. Ron Rogers and Susan Snycerski. The three of you have set an example of openness to new ideas and academic inquisitiveness. You inspired me to never stop asking questions and to trust myself. I also owe my gratitude to Dr. Clifton Oyamot for handing over enough responsibility to allow me to work freely within the class he was teaching. Finally, I would like to thank the undergraduate students of SJSU who made my thesis possible through their participation. vi