Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384876
T. Ngo, A. Zuniga
The International Civil Aviation Organization (ICAO) Manual on Flight and Flow Information for a Collaborative Environment (FF-ICE) outlines the components and requirements to achieve a common picture in global Air Traffic Management (ATM) for implementation readiness in 2020. To prepare for this global implementation by ATM stakeholders and ensure the technical feasibility and interoperability across implementations, the Federal Aviation Administration (FAA) initiated the International Interoperability Harmonization and Validation project (IIH&V) to validate the FF-ICE Planning Provisions [1], FF-ICE Implementation Guidance [2], and message exchanges in a lab environment. This paper explores the technical components of the FAA's IIH&V exercise while the complementary paper “An Operational Approach to FF-ICE Planning and Global Harmonization through IIH&V” explores operational components of the exercises. In order to effectively validate the FF-ICE Planning provisions and implementation guidance, it was required that the exercises focus on two areas. The first focus area was ensuring that future versions of the ICAO exchange models (primarily FIXM) were prepared to support FF-ICE. The second focus area was identifying system-level implementation decisions that could affect international interoperability, critical components to implementation readiness. Thus, the role of the ICAO exchange models, the role of data governance, and the feedback communicated to the FIXM Configuration Control Board (CCB) and the ATM Requirements Performance Panel (ATMRPP) are discussed herein. The FAA split the focus of the IIH&V project into three sequential validation exercises, with each exercise integrating more advanced systems into the lab infrastructure. For each exercise, the paper presents a system architecture diagram as well as an overview of the messages exchanged across systems. Several validation exercises have taken place in the context of a mixed mode environment in which only a subset of actors is FF-ICE capable, thus requiring the use of “bridging” capabilities such as data transformation to allow systems to remain interoperable despite differences in message type, version, etc. Validation 1 included the initial “mixed mode” environment envisioned in 2020 in which FF-ICE capable actors have implemented pre-departure FF-ICE message exchanges for pre-departure trajectory negotiations, while other actors are still using legacy capabilities. Validation 2 expanded trajectory negotiation into the post-departure portion of an active flight using bi-directional Air-to-Ground (A/G) System Wide Information Management (SWIM) data links, and single or bi-directional communications between the Flight Management System (FMS) and Electronic Flight Bag (EFB). Validation 3 further explored post-departure trajectory negotiation leveraging Data Communication (DataComm) messages in addition to A/G SWIM. The outputs and results of the IIH&V project outlined in this paper
{"title":"Technical approach to FF-ICE planning and global harmnization through IIH&V","authors":"T. Ngo, A. Zuniga","doi":"10.1109/ICNSURV.2018.8384876","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384876","url":null,"abstract":"The International Civil Aviation Organization (ICAO) Manual on Flight and Flow Information for a Collaborative Environment (FF-ICE) outlines the components and requirements to achieve a common picture in global Air Traffic Management (ATM) for implementation readiness in 2020. To prepare for this global implementation by ATM stakeholders and ensure the technical feasibility and interoperability across implementations, the Federal Aviation Administration (FAA) initiated the International Interoperability Harmonization and Validation project (IIH&V) to validate the FF-ICE Planning Provisions [1], FF-ICE Implementation Guidance [2], and message exchanges in a lab environment. This paper explores the technical components of the FAA's IIH&V exercise while the complementary paper “An Operational Approach to FF-ICE Planning and Global Harmonization through IIH&V” explores operational components of the exercises. In order to effectively validate the FF-ICE Planning provisions and implementation guidance, it was required that the exercises focus on two areas. The first focus area was ensuring that future versions of the ICAO exchange models (primarily FIXM) were prepared to support FF-ICE. The second focus area was identifying system-level implementation decisions that could affect international interoperability, critical components to implementation readiness. Thus, the role of the ICAO exchange models, the role of data governance, and the feedback communicated to the FIXM Configuration Control Board (CCB) and the ATM Requirements Performance Panel (ATMRPP) are discussed herein. The FAA split the focus of the IIH&V project into three sequential validation exercises, with each exercise integrating more advanced systems into the lab infrastructure. For each exercise, the paper presents a system architecture diagram as well as an overview of the messages exchanged across systems. Several validation exercises have taken place in the context of a mixed mode environment in which only a subset of actors is FF-ICE capable, thus requiring the use of “bridging” capabilities such as data transformation to allow systems to remain interoperable despite differences in message type, version, etc. Validation 1 included the initial “mixed mode” environment envisioned in 2020 in which FF-ICE capable actors have implemented pre-departure FF-ICE message exchanges for pre-departure trajectory negotiations, while other actors are still using legacy capabilities. Validation 2 expanded trajectory negotiation into the post-departure portion of an active flight using bi-directional Air-to-Ground (A/G) System Wide Information Management (SWIM) data links, and single or bi-directional communications between the Flight Management System (FMS) and Electronic Flight Bag (EFB). Validation 3 further explored post-departure trajectory negotiation leveraging Data Communication (DataComm) messages in addition to A/G SWIM. The outputs and results of the IIH&V project outlined in this paper ","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"55 9-10","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120903966","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384888
D. Zeng, F. Box, J. Ashley, L. Globus, Dmitri Baraban, F. Niles, B. Phillips
The Federal Aviation Administration (FAA) and aviation stakeholders are modernizing the National Airspace System (NAS) from operations based on analog communications, fix-to-fix navigation, and surveillance; to operations based on digital communications, Performance Based Navigation (PBN), and Automatic Dependent Surveillance-Broadcast (ADS-B), through the Next Generation Air Transportation System (NextGen) program. To improve the safety, security, and efficiency of air traffic operations, more digital information technologies are being introduced to provide additional Communications, Navigation, and Surveillance (CNS) services. Through aviation radio technology advancement, it may be possible to increase the data capacity and functionality of existing systems and still maintain backward compatibility without increasing the demand on the already crowded aviation spectrum. This paper presents concepts for transparently introducing data capabilities into the Distance Measuring Equipment (DME) signal, and identifies potential aviation applications that may make use of this data capability. In conducting our research, we developed both analytical and simulation models for assessing the DME data capacities. We also evaluated various potential CNS services that could be enabled, and found that DME spectrum could be used more efficiently, providing a channel for data exchange to support additional CNS services.
{"title":"DME potential for data capability","authors":"D. Zeng, F. Box, J. Ashley, L. Globus, Dmitri Baraban, F. Niles, B. Phillips","doi":"10.1109/ICNSURV.2018.8384888","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384888","url":null,"abstract":"The Federal Aviation Administration (FAA) and aviation stakeholders are modernizing the National Airspace System (NAS) from operations based on analog communications, fix-to-fix navigation, and surveillance; to operations based on digital communications, Performance Based Navigation (PBN), and Automatic Dependent Surveillance-Broadcast (ADS-B), through the Next Generation Air Transportation System (NextGen) program. To improve the safety, security, and efficiency of air traffic operations, more digital information technologies are being introduced to provide additional Communications, Navigation, and Surveillance (CNS) services. Through aviation radio technology advancement, it may be possible to increase the data capacity and functionality of existing systems and still maintain backward compatibility without increasing the demand on the already crowded aviation spectrum. This paper presents concepts for transparently introducing data capabilities into the Distance Measuring Equipment (DME) signal, and identifies potential aviation applications that may make use of this data capability. In conducting our research, we developed both analytical and simulation models for assessing the DME data capacities. We also evaluated various potential CNS services that could be enabled, and found that DME spectrum could be used more efficiently, providing a channel for data exchange to support additional CNS services.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127000258","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384856
Junfeng Zhang, Z. Zheng, P. Zhao, Rong Hu
A multi-objective integrated arrival and departure aircraft sequencing model and algorithm were presented in this paper to enhance the runway capacity, improve the operational efficiency and mitigate the accumulation and propagation of flight delays. Firstly, an integrated arrival and departure sequencing model was constructed based on the multiple runway operating modes, wake separation, release separation and the sequential flights. Secondly, a multi-objective simulated annealing algorithm using Pareto-domination based acceptance criterion (PDMOSA) was employed to solve the integrated arrival and departure aircraft sequencing problem with two objectives — maximizing runway operational capacity and minimizing flight delays of the sequential flights. In this algorithm, the arrival priority strategy of sequential flights was introduced into the neighborhood search process. Finally, Shanghai Pudong International Airport was chosen to design simulation scenarios and arrival and departure flights in rush hours were taken as examples to carry out the simulation validation. And the results not only indicate the effectiveness of the proposed model and algorithm, but also show the arrival and departure delay of sequential flights are reduced when taking the influence of sequential flights into consideration.
{"title":"Multi-objective integrated arrival & departure aircraft sequencing under the influence of sequential flights","authors":"Junfeng Zhang, Z. Zheng, P. Zhao, Rong Hu","doi":"10.1109/ICNSURV.2018.8384856","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384856","url":null,"abstract":"A multi-objective integrated arrival and departure aircraft sequencing model and algorithm were presented in this paper to enhance the runway capacity, improve the operational efficiency and mitigate the accumulation and propagation of flight delays. Firstly, an integrated arrival and departure sequencing model was constructed based on the multiple runway operating modes, wake separation, release separation and the sequential flights. Secondly, a multi-objective simulated annealing algorithm using Pareto-domination based acceptance criterion (PDMOSA) was employed to solve the integrated arrival and departure aircraft sequencing problem with two objectives — maximizing runway operational capacity and minimizing flight delays of the sequential flights. In this algorithm, the arrival priority strategy of sequential flights was introduced into the neighborhood search process. Finally, Shanghai Pudong International Airport was chosen to design simulation scenarios and arrival and departure flights in rush hours were taken as examples to carry out the simulation validation. And the results not only indicate the effectiveness of the proposed model and algorithm, but also show the arrival and departure delay of sequential flights are reduced when taking the influence of sequential flights into consideration.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"29 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126084549","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384891
Yuexin Zhang, Lihui Wang, N. Qiao, Xinhua Tang, Bin Li
How to achieve continuous, reliable and accurate positioning performance using low-cost sensors is one of the main challenges for aviation navigation system. Global Positioning System (GPS) can provide the primary means of navigation in a number of aviation navigation applications (e.g., manned and unmanned aircraft vehicle, airport ground vehicle). However, GPS signal deteriorations typically occur due to aircraft itself during maneuvering, ionospheric scintillation, Doppler shift, multipath and so on. Thus, there is a need to research GPS augmentation strategies which can be used in the Communication, Navigation, Surveillance/Air Traffic Management. GPS integration with Inertial Navigation system (INS) is one of the key strategies. But once GPS signal outages, the integrated navigation system works in pure INS, and positioning accuracy deteriorates with time. When using low cost GPS/INS integration, a primary problem is the rapid performance deteriorate during GPS outages. To provide continuous, accurate and reliable positioning information in aviation, discrete grey prediction model (DGPM) aided fusion methodology is proposed. The DGPM provides pseudo-GPS position information for INS during GPS outages. The mathematical model of integrated navigation system is established, including INS error equations, Kalman filter and DGPM. The model works in the update mode when there is no GPS failure, whereas it switches to the prediction mode in case of GPS outages. To verify the feasibility and effectiveness of the proposed methodology, real road test is performed. The comparison results show that accuracy of longitude and latitude are improved by more than 80% and 70%, respectively. The DGPM can effectively provide position corrections for standalone INS during GPS outages.
{"title":"A low-cost GPS/INS integration methodology based on DGPM during GPS outages","authors":"Yuexin Zhang, Lihui Wang, N. Qiao, Xinhua Tang, Bin Li","doi":"10.1109/ICNSURV.2018.8384891","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384891","url":null,"abstract":"How to achieve continuous, reliable and accurate positioning performance using low-cost sensors is one of the main challenges for aviation navigation system. Global Positioning System (GPS) can provide the primary means of navigation in a number of aviation navigation applications (e.g., manned and unmanned aircraft vehicle, airport ground vehicle). However, GPS signal deteriorations typically occur due to aircraft itself during maneuvering, ionospheric scintillation, Doppler shift, multipath and so on. Thus, there is a need to research GPS augmentation strategies which can be used in the Communication, Navigation, Surveillance/Air Traffic Management. GPS integration with Inertial Navigation system (INS) is one of the key strategies. But once GPS signal outages, the integrated navigation system works in pure INS, and positioning accuracy deteriorates with time. When using low cost GPS/INS integration, a primary problem is the rapid performance deteriorate during GPS outages. To provide continuous, accurate and reliable positioning information in aviation, discrete grey prediction model (DGPM) aided fusion methodology is proposed. The DGPM provides pseudo-GPS position information for INS during GPS outages. The mathematical model of integrated navigation system is established, including INS error equations, Kalman filter and DGPM. The model works in the update mode when there is no GPS failure, whereas it switches to the prediction mode in case of GPS outages. To verify the feasibility and effectiveness of the proposed methodology, real road test is performed. The comparison results show that accuracy of longitude and latitude are improved by more than 80% and 70%, respectively. The DGPM can effectively provide position corrections for standalone INS during GPS outages.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"96 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128234873","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384872
R. Bone, Andrew S. Mendolia
To examine a new concept called Cockpit Display of Traffic Information (CDTI) Assisted Pilot Procedure (CAPP), a Human-In-The-loop (HITL) simulation was conducted. With CAPP, the controller issues a no-closer-than spacing distance to the flight crew who then makes spacing judgments using information provided on the CDTI. The flight crew manages aircraft speed to stay at or outside of that spacing value until a transition to visual separation occurs. The purpose of the simulation was to determine the feasibility and operational acceptability of CAPP. The simulation was conducted with air traffic controllers and pilots. Controller results are presented in this paper. Overall, the results indicate controller acceptability of, and ability to conduct, CAPP. Potential benefits were found but recommendations were made for continued examination of the most beneficial concept.
{"title":"Air traffic controller conduct of a no-closer-than spacing operation","authors":"R. Bone, Andrew S. Mendolia","doi":"10.1109/ICNSURV.2018.8384872","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384872","url":null,"abstract":"To examine a new concept called Cockpit Display of Traffic Information (CDTI) Assisted Pilot Procedure (CAPP), a Human-In-The-loop (HITL) simulation was conducted. With CAPP, the controller issues a no-closer-than spacing distance to the flight crew who then makes spacing judgments using information provided on the CDTI. The flight crew manages aircraft speed to stay at or outside of that spacing value until a transition to visual separation occurs. The purpose of the simulation was to determine the feasibility and operational acceptability of CAPP. The simulation was conducted with air traffic controllers and pilots. Controller results are presented in this paper. Overall, the results indicate controller acceptability of, and ability to conduct, CAPP. Potential benefits were found but recommendations were made for continued examination of the most beneficial concept.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130744743","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384862
Tao Li, A. Trani
Satellite-based technologies (e.g., Automatic Dependent Surveillance (ADS) — Contract and space-based ADS — Broadcast) have been introduced to improve the surveillance and communication over the airspace in remote areas. In this paper, we evaluated two improvements that could improve the flight operations in remote oceanic airspace. The first one is to allow more step climbs for fuel efficiency. The second one is to allow Mach number adjustment for fuel efficiency. We believe that both of them could be enabled by satellite-based surveillance and communication technologies. A microscopic simulation model is developed to evaluate the benefits of the two improvements in terms of fuel and time consumptions. We evaluated the benefits of three possible implementations of the two improvements (i.e., allow step climbs only, allow Mach number adjustment only, and the combination of the two) for flight operations in the oceanic airspace (i.e., ZNY) managed by New York air traffic control centers.
{"title":"Evaluating of the benefits of allowing flight level and mach number adjustment for fuel efficiency for flight operations in oceanic airspace","authors":"Tao Li, A. Trani","doi":"10.1109/ICNSURV.2018.8384862","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384862","url":null,"abstract":"Satellite-based technologies (e.g., Automatic Dependent Surveillance (ADS) — Contract and space-based ADS — Broadcast) have been introduced to improve the surveillance and communication over the airspace in remote areas. In this paper, we evaluated two improvements that could improve the flight operations in remote oceanic airspace. The first one is to allow more step climbs for fuel efficiency. The second one is to allow Mach number adjustment for fuel efficiency. We believe that both of them could be enabled by satellite-based surveillance and communication technologies. A microscopic simulation model is developed to evaluate the benefits of the two improvements in terms of fuel and time consumptions. We evaluated the benefits of three possible implementations of the two improvements (i.e., allow step climbs only, allow Mach number adjustment only, and the combination of the two) for flight operations in the oceanic airspace (i.e., ZNY) managed by New York air traffic control centers.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124725055","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384860
D. Lax, Mark Darnell, Owen O'Keefe, Brandon Rhone, Nick Visser, R. Ghaemi, E. Westervelt
The advent of high-bandwidth data link radios, airborne broadband internet service, and Electronic Flight Bags (EFB) has enabled the development of low-cost decision support tools that improve operating efficiency. Government laboratories, private companies, and academia are developing these tools as software applications installed on EFBs and computing resources in airline dispatch centers. While these tools achieve small improvements in efficiency on a per flight basis, the cost savings is significant over the service life of an airplane and substantial for a fleet of airplanes. Considering the many unpredictable and uncontrolled variables that affect fuel burn and operating cost, the problem of quantifying the benefit over a specified service interval becomes a fundamental challenge. The basis of comparison that determines the value of a technology in today's market is very subjective. A consensus-based industry standard for measuring the monetary benefit of optimal guidance and control has not been established. GE has developed new methods for computing cost-optimal control and state trajectories for air transports and an approach to quantify the monetary benefit an operator can expect relative to a baseline control system. This method yields a fair comparison given the nature of uncontrolled variables that affect fuel burn and non-deterministic control constraints due to air traffic and weather which limit the crew's discretionary control of the airplane. This paper describes one of GE's flight path optimization applications that eliminates the simplifying assumptions applied to legacy path construction methods to improve operational efficiency. The benefits of this new approach have been assessed using a high-fidelity, physics-based computer simulation of various aircraft types. A novel approach to quantify the benefit-compares the cost of GE's state-of-the-art Flight Management System (FMS) augmented by GE's decision support tool with the cost realized by GE's FMS operating without the benefit of decision support. Weather data from NOAA's Rapid Refresh (RAP) system are used to simulate flights on different calendar days. Comparing two simulated flights removes uncertainties due to aircraft modelling, weather, and ATM routing. The results of the Monte Carlo study are characterized statistically to quantify the cost savings.
{"title":"Quantifying operating cost reduction from aircraft performance optimization","authors":"D. Lax, Mark Darnell, Owen O'Keefe, Brandon Rhone, Nick Visser, R. Ghaemi, E. Westervelt","doi":"10.1109/ICNSURV.2018.8384860","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384860","url":null,"abstract":"The advent of high-bandwidth data link radios, airborne broadband internet service, and Electronic Flight Bags (EFB) has enabled the development of low-cost decision support tools that improve operating efficiency. Government laboratories, private companies, and academia are developing these tools as software applications installed on EFBs and computing resources in airline dispatch centers. While these tools achieve small improvements in efficiency on a per flight basis, the cost savings is significant over the service life of an airplane and substantial for a fleet of airplanes. Considering the many unpredictable and uncontrolled variables that affect fuel burn and operating cost, the problem of quantifying the benefit over a specified service interval becomes a fundamental challenge. The basis of comparison that determines the value of a technology in today's market is very subjective. A consensus-based industry standard for measuring the monetary benefit of optimal guidance and control has not been established. GE has developed new methods for computing cost-optimal control and state trajectories for air transports and an approach to quantify the monetary benefit an operator can expect relative to a baseline control system. This method yields a fair comparison given the nature of uncontrolled variables that affect fuel burn and non-deterministic control constraints due to air traffic and weather which limit the crew's discretionary control of the airplane. This paper describes one of GE's flight path optimization applications that eliminates the simplifying assumptions applied to legacy path construction methods to improve operational efficiency. The benefits of this new approach have been assessed using a high-fidelity, physics-based computer simulation of various aircraft types. A novel approach to quantify the benefit-compares the cost of GE's state-of-the-art Flight Management System (FMS) augmented by GE's decision support tool with the cost realized by GE's FMS operating without the benefit of decision support. Weather data from NOAA's Rapid Refresh (RAP) system are used to simulate flights on different calendar days. Comparing two simulated flights removes uncertainties due to aircraft modelling, weather, and ATM routing. The results of the Monte Carlo study are characterized statistically to quantify the cost savings.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"101 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123525547","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384851
I. Wilson
The current airspace rules have evolved over a century of manned flight. This is not to say that they are ideal but they are known and all operators apply them. This paper examines the issues raised by integrating UAS in the existing ‘air traffic management systems’ and airspace, and, the connotations of the integration and the subsequent consequences for both manned and unmanned aircraft. ‘Integration’ means fitting in with the current operators in the airspace and with those users' rules and behaviors. It does not mean setting up UAS reservations, otherwise known as UAS Traffic Management; nor does it mean adding new rules and regulations that limit the existing manned aviation operations. An indication of the size of the problem in the USA is that there are 230,000 manned aircraft; fixed, wing, helicopters, gliders etc., but there are already 770,000 UAS registered with the FAA (not including those unregistered purchased on EBAY or ‘toy’ stores) So the UAS being integrated are three times more than manned, but the value of the manned aviation sector to the USA is 1.8% GDP and cannot be hazarded. So manned/unmanned integration must be well planned. Yet it is apparent from SESAR and NextGen that the current ATM systems and their ConOps are at their scalability limit adding more aircraft will lead to delays and potentially reduce safety. Even the definition of the airspace is being challenged. It is unclear whether the FAA actually has authority to regulate aircraft operations below 500ft or 400ft or 83ft dependent on which case law is used. Neither is it clear whether State or City laws have precedence over FAA regulation. If deliveries by ‘drone’ are a commercial use case, then not being able to descend below 83ft above ground is a significant limitation that cannot be overcome by throwing money. Existing manned operators are clear that at low level they are in Class G airspace where the Rules of the Air and Visual Flight Rules pertain. But UAS cannot fly Visual Flight Rules so they will fly ‘Detect and Avoid’. The Rules of the Air require a pecking order of aircraft type avoidance precedence based on seeing and identifying the aircraft type. UAS cannot ‘detect’ the aircraft type so cannot apply the Rules of the Air for example; the flight rules require that a Predator must avoid a hang glider but it cannot sense the other aircraft type so cannot obey the rules of the air. In mandatory IFR airspace the UAS will be required to follow IFR; one of the IFR regulations is on loss of communications an aircraft should follow its last clearance to destination; not loiter or have a ‘lost link procedure’. Can an IFR UAS that has lost its link to the ground station fly the remainder of the mission including fitting in with an arrival sequence? This paper proposes an approach that could allow the number of aircraft operating be raised by a factor of four and still be safe to operate. The approach fits with the proposed ConOps from SESAR and NextGen of usin
{"title":"Integration of UAS in existing air traffic management systems connotations and consequences","authors":"I. Wilson","doi":"10.1109/ICNSURV.2018.8384851","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384851","url":null,"abstract":"The current airspace rules have evolved over a century of manned flight. This is not to say that they are ideal but they are known and all operators apply them. This paper examines the issues raised by integrating UAS in the existing ‘air traffic management systems’ and airspace, and, the connotations of the integration and the subsequent consequences for both manned and unmanned aircraft. ‘Integration’ means fitting in with the current operators in the airspace and with those users' rules and behaviors. It does not mean setting up UAS reservations, otherwise known as UAS Traffic Management; nor does it mean adding new rules and regulations that limit the existing manned aviation operations. An indication of the size of the problem in the USA is that there are 230,000 manned aircraft; fixed, wing, helicopters, gliders etc., but there are already 770,000 UAS registered with the FAA (not including those unregistered purchased on EBAY or ‘toy’ stores) So the UAS being integrated are three times more than manned, but the value of the manned aviation sector to the USA is 1.8% GDP and cannot be hazarded. So manned/unmanned integration must be well planned. Yet it is apparent from SESAR and NextGen that the current ATM systems and their ConOps are at their scalability limit adding more aircraft will lead to delays and potentially reduce safety. Even the definition of the airspace is being challenged. It is unclear whether the FAA actually has authority to regulate aircraft operations below 500ft or 400ft or 83ft dependent on which case law is used. Neither is it clear whether State or City laws have precedence over FAA regulation. If deliveries by ‘drone’ are a commercial use case, then not being able to descend below 83ft above ground is a significant limitation that cannot be overcome by throwing money. Existing manned operators are clear that at low level they are in Class G airspace where the Rules of the Air and Visual Flight Rules pertain. But UAS cannot fly Visual Flight Rules so they will fly ‘Detect and Avoid’. The Rules of the Air require a pecking order of aircraft type avoidance precedence based on seeing and identifying the aircraft type. UAS cannot ‘detect’ the aircraft type so cannot apply the Rules of the Air for example; the flight rules require that a Predator must avoid a hang glider but it cannot sense the other aircraft type so cannot obey the rules of the air. In mandatory IFR airspace the UAS will be required to follow IFR; one of the IFR regulations is on loss of communications an aircraft should follow its last clearance to destination; not loiter or have a ‘lost link procedure’. Can an IFR UAS that has lost its link to the ground station fly the remainder of the mission including fitting in with an arrival sequence? This paper proposes an approach that could allow the number of aircraft operating be raised by a factor of four and still be safe to operate. The approach fits with the proposed ConOps from SESAR and NextGen of usin","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"66 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125885066","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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