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The work described in this paper follows more than a decade of research at Texas A&M University on pilot advisory systems.3-6 Texas A&M University has been maturing algorithms, software and displays to help those piloting small aircraft in all weather conditions. The result is ASTRA – Automated Safety and Training Avionics. In ASTRA, artificial intelligence is used to assist with decision making in the cockpit and to anticipate problems before they occur.
The ASTRA Program commenced in 1994 in the departments of Aerospace Engineering and Electrical Engineering at Texas A&M University. The principals were two faculty, one of whom had been an Air Force Navigator and the other an Air Force Test Pilot. Motivation was provided by the then current development of the Air Force’s Pilot Associate, whose results were available to the principals. In the early days of the A&M research, ASTRA was known as the Poor Man’s Pilot Associate.
As a result of the first round of NASA (Langley Research Center) funding from 1994 through 1998, a medium fidelity, fixed-base Flight Simulator (3 screens) was created, which allowed immediate “flight” evaluation of cockpit software. The physical simulator was created from the fuselage and cockpit of a surplus Air Force T-37 jet trainer. The instrument panel was gutted and two CRT projection screens were emplaced. Later upgrades replaced the CRTs with LED touch screens. Three overhead projectors onto three screens in front of the cockpit yielded a 150-degree field of view, providing a high-level of experienced reality to the pilot.
The first generation of the ASTRA software included a projected HUD, including ILS approach display, plus the usual instrument tapes. An innovation for that time was a “Virtual Runway,” which was a runway projection, based on assumed GPS navigation precision. The runway was very useful for instrument flight. Cockpit displays included a moving map based on a Jeppesen aeronautical database. Software modules included the first-generation Flight Segment Identifier (FSI) and a rudimentary rule-based (CLIPS) Pilot Advisor (PA). The FSI was based on standard Fuzzy Logic. Later generations improved both the FSI and PA.
All the software in the Flight Simulator was developed by A&M graduate students, in pursuit of M.S. and Ph.D. degrees. The generations of software corresponded to the generations of students that passed through the ASTRA program. The second generation yielded software and display modules for weather avoidance and collision avoidance. The second generation also created a six-degree of freedom autopilot and flight management system for the light twin aircraft which supported the research. There have now been about four generations of students and of ASTRA software.
Today, A&M’s ASTRA has progressed to support of interlinked multiple pilot stations, as well as the medium-fidelity original flight simulator, all operating in the same flight context. Figure 2 includes recent photos of the laboratory. The balance of this paper adds to the understanding of current ASTRA capabilities.

Figure 2. TAMU Engineering Flight Simulator.
B. Flight Segments
A significant innovation in the ASTRA architecture (see Fig. 3) is the specific acknowledgement of the problem of “flight segment identification.” In this case, the term flight segment is used generically to mean any qualitative description of the current operating state that would be useful for the purposes of advising a pilot. That is, how

Figure 3. Automated Safety and Training Avionics Architecture (circa 1994).
might an expert pilot describe the current situation? (One can see why the term artificial intelligence is appropriate to this problem.)
The specific list of flight segments vary from application to application. For general pilot advising over the entire course of a flight the flight segments might be defined as follows: taxi, takeoff, climb out, cruise, initial approach, final approach, and landing. In a recent application of the ASTRA architecture to the High Volume Operations concept the flight segments were the specific steps in the HVO procedures: vertical entry, lateral entry, holding high, holding low, base segment approach, etc. For a homeland security application the flight segments might be: enroute, diverting due to weather, on approach, off-course, unexpected maneuvering, etc.
　
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