Daily Papers

The relationships between workload and fatigue or sleepiness are investigated through the analysis of rosters and responses to questionnaires from Brazilian aircrews, taken from Fadig\^ometro database. The approach includes temporal markers - coinciding with Samn-Perelli (SP) and Karolinska Sleepiness Scale (KSS) responses - where SAFTE-FAST model outcomes are calculated. The model results follow the increase of fatigue and sleepiness perceptions during the dawn (0h00 to 05h59), but underestimate the self-rated scores during the evening (18h00 to 23h59). On the other hand, the KSS scores fit the relative risk of pilot errors, representing a reasonable proxy for risk assessment. Linear relationships obtained between workload metrics, computed within 168-hours prior to the responses, and self-rated SP and KSS scores provide a consistent method to estimate accumulated fatigue and sleepiness. Considering 7149 rosters of 2023, the duty time (DT), the number of flight sectors (N_{CREW}) and the sum of flight sectors with sit periods longer than one hour (N_{CREW}+N_{SIT}) are associated with 70.1%/60.6% of the highest predicted scores of SP/KSS. Applying the mitigations DTleq44h, N_{CREW}leq15 and N_{CREW}+N_{SIT}leq19 for every 168-hour interval yields a significant decrease in the higher values of SP/KSS with minimal impact on aircrew productivity.

The task of semantic parsing is highly useful for dialogue and question answering systems. Many datasets have been proposed to map natural language text into SQL, among which the recent Spider dataset provides cross-domain samples with multiple tables and complex queries. We build a Spider dataset for Chinese, which is currently a low-resource language in this task area. Interesting research questions arise from the uniqueness of the language, which requires word segmentation, and also from the fact that SQL keywords and columns of DB tables are typically written in English. We compare character- and word-based encoders for a semantic parser, and different embedding schemes. Results show that word-based semantic parser is subject to segmentation errors and cross-lingual word embeddings are useful for text-to-SQL.

Given the rapid ascent of large language models (LLMs), we study the question: (How) can large language models help in reviewing of scientific papers or proposals? We first conduct some pilot studies where we find that (i) GPT-4 outperforms other LLMs (Bard, Vicuna, Koala, Alpaca, LLaMa, Dolly, OpenAssistant, StableLM), and (ii) prompting with a specific question (e.g., to identify errors) outperforms prompting to simply write a review. With these insights, we study the use of LLMs (specifically, GPT-4) for three tasks: 1. Identifying errors: We construct 13 short computer science papers each with a deliberately inserted error, and ask the LLM to check for the correctness of these papers. We observe that the LLM finds errors in 7 of them, spanning both mathematical and conceptual errors. 2. Verifying checklists: We task the LLM to verify 16 closed-ended checklist questions in the respective sections of 15 NeurIPS 2022 papers. We find that across 119 {checklist question, paper} pairs, the LLM had an 86.6% accuracy. 3. Choosing the "better" paper: We generate 10 pairs of abstracts, deliberately designing each pair in such a way that one abstract was clearly superior than the other. The LLM, however, struggled to discern these relatively straightforward distinctions accurately, committing errors in its evaluations for 6 out of the 10 pairs. Based on these experiments, we think that LLMs have a promising use as reviewing assistants for specific reviewing tasks, but not (yet) for complete evaluations of papers or proposals.

Separation provision and collision avoidance to avoid other air traffic are fundamental components of the layered conflict management system to ensure safe and efficient operations. Pilots have visual-based separation responsibilities to see and be seen to maintain separation between aircraft. To safely integrate into the airspace, drones should be required to have a minimum level of performance based on the safety achieved as baselined by crewed aircraft seen and be seen interactions. Drone interactions with crewed aircraft should not be more hazardous than interactions between traditional aviation aircraft. Accordingly, there is need for a methodology to design and evaluate detect and avoid systems, to be equipped by drones to mitigate the risk of a midair collision, where the methodology explicitly addresses, both semantically and mathematically, the appropriate operating rules associated with see and be seen. In response, we simulated how onboard pilots safely operate through see and be seen interactions using an updated visual acquisition model that was originally developed by J.W. Andrews decades ago. Monte Carlo simulations were representative two aircraft flying under visual flight rules and results were analyzed with respect to drone detect and avoid performance standards.

The National Airspace System (NAS) is a complex and evolving system that enables safe and efficient aviation. Advanced air mobility concepts and new airspace entrants, such as unmanned aircraft, must integrate into the NAS without degrading overall safety or efficiency. For instance, regulations, standards, and systems are required to mitigate the risk of a midair collision between aircraft. Monte Carlo simulations have been a foundational capability for decades to develop, assess, and certify aircraft conflict avoidance systems. These are often validated through human-in-the-loop experiments and flight testing. For many aviation safety studies, manned aircraft behavior is represented using dynamic Bayesian networks. The original statistical models were developed from 2008-2013 to support safety simulations for altitudes above 500 feet Above Ground Level (AGL). However, these models were not sufficient to assess the safety of smaller UAS operations below 500 feet AGL. In response, newer models with altitude floors below 500 feet AGL have been in development since 2018. Many of the models assume that aircraft behavior is uncorrelated and not dependent on air traffic services or nearby aircraft. Our research objective was to compare the various uncorrelated models of conventional aircraft and identify how the models differ. Particularly if models of rotorcraft were sufficiently different than models of fixed-wing aircraft to require type specific models. The primary contribution is guidance on which uncorrelated models to leverage when evaluating the performance of a collision avoidance system designed for low altitude operations. We also address which models can be surrogates for noncooperative aircraft without transponders.

Scientific data visualization is pivotal for transforming raw data into comprehensible visual representations, enabling pattern recognition, forecasting, and the presentation of data-driven insights. However, novice users often face difficulties due to the complexity of selecting appropriate tools and mastering visualization techniques. Large Language Models (LLMs) have recently demonstrated potential in assisting code generation, though they struggle with accuracy and require iterative debugging. In this paper, we propose PlotGen, a novel multi-agent framework aimed at automating the creation of precise scientific visualizations. PlotGen orchestrates multiple LLM-based agents, including a Query Planning Agent that breaks down complex user requests into executable steps, a Code Generation Agent that converts pseudocode into executable Python code, and three retrieval feedback agents - a Numeric Feedback Agent, a Lexical Feedback Agent, and a Visual Feedback Agent - that leverage multimodal LLMs to iteratively refine the data accuracy, textual labels, and visual correctness of generated plots via self-reflection. Extensive experiments show that PlotGen outperforms strong baselines, achieving a 4-6 percent improvement on the MatPlotBench dataset, leading to enhanced user trust in LLM-generated visualizations and improved novice productivity due to a reduction in debugging time needed for plot errors.

We present an experimental analysis on the use of a camera-based approach for high-altitude navigation by associating mapped landmarks from a satellite image database to camera images, and by leveraging inertial sensors between camera frames. We evaluate performance of both a sideways-tilted and downward-facing camera on data collected from a World View Enterprises high-altitude balloon with data beginning at an altitude of 33 km and descending to near ground level (4.5 km) with 1.5 hours of flight time. We demonstrate less than 290 meters of average position error over a trajectory of more than 150 kilometers. In addition to showing performance across a range of altitudes, we also demonstrate the robustness of the Terrain Relative Navigation (TRN) method to rapid rotations of the balloon, in some cases exceeding 20 degrees per second, and to camera obstructions caused by both cloud coverage and cords swaying underneath the balloon. Additionally, we evaluate performance on data collected by two cameras inside the capsule of Blue Origin's New Shepard rocket on payload flight NS-23, traveling at speeds up to 880 km/hr, and demonstrate less than 55 meters of average position error.

As unmanned aircraft systems (UASs) continue to integrate into the U.S. National Airspace System (NAS), there is a need to quantify the risk of airborne collisions between unmanned and manned aircraft to support regulation and standards development. Both regulators and standards developing organizations have made extensive use of Monte Carlo collision risk analysis simulations using probabilistic models of aircraft flight. We've previously determined that the observations of manned aircraft by the OpenSky Network, a community network of ground-based sensors, are appropriate to develop models of the low altitude environment. This works overviews the high performance computing workflow designed and deployed on the Lincoln Laboratory Supercomputing Center to process 3.9 billion observations of aircraft. We then trained the aircraft models using more than 250,000 flight hours at 5,000 feet above ground level or below. A key feature of the workflow is that all the aircraft observations and supporting datasets are available as open source technologies or been released to the public domain.