Pub Date : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218404
U. Epple, F. Hoffmann, M. Schnell
LDACS1 is a candidate for the future digital aeronautical communications system in L-band. As unused spectrum is very scarce in the L-band, LDACS1 pursues the approach to make use of the gaps between adjacent channels used by the distance measuring equipment (DME). This DME signal has a severe influence on the performance of LDACS1. In this paper, an algorithm for modeling the DME impact on LDACS1 is presented. This enables to determine whether LDACS1 can cope with DME interference for a certain area and channel frequency. The performance evaluation is based only on the positions, pulse rates, and transmit frequencies of the DME stations, without carrying out extensive simulation. Results for Europe indicate that a reliable operation of LDACS1 can be achieved.
{"title":"Modeling DME interference impact on LDACS1","authors":"U. Epple, F. Hoffmann, M. Schnell","doi":"10.1109/ICNSURV.2012.6218404","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218404","url":null,"abstract":"LDACS1 is a candidate for the future digital aeronautical communications system in L-band. As unused spectrum is very scarce in the L-band, LDACS1 pursues the approach to make use of the gaps between adjacent channels used by the distance measuring equipment (DME). This DME signal has a severe influence on the performance of LDACS1. In this paper, an algorithm for modeling the DME impact on LDACS1 is presented. This enables to determine whether LDACS1 can cope with DME interference for a certain area and channel frequency. The performance evaluation is based only on the positions, pulse rates, and transmit frequencies of the DME stations, without carrying out extensive simulation. Results for Europe indicate that a reliable operation of LDACS1 can be achieved.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"95 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123109815","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218381
J. D. Wilson
AeroMACS (Aeronautical Mobile Airport Communications System), which is based upon the IEEE 802.16e mobile wireless standard, is expected to be implemented in the 5091-5150 MHz frequency band. As this band is also occupied by Mobile Satellite Service (MSS) feeder uplinks, AeroMACS must be designed to avoid interference with this incumbent service. The aspects of AeroMACS operation that present potential interference are under analysis in order to enable the definition of standards that assure that such interference will be avoided. In this study, the cumulative interference power distribution at low earth orbit from AeroMACS transmitters at the 497 major airports in the contiguous United States was simulated with the Visualyse Professional software. The dependence of the interference power on the number of antenna beams per airport, gain patterns, and beam direction orientations was simulated. As a function of these parameters, the simulation results are presented in terms of the limitations on transmitter power required to maintain the cumulative interference power under the established threshold.
{"title":"Dependence of aeromacs interference on airport radiation pattern characteristics","authors":"J. D. Wilson","doi":"10.1109/ICNSURV.2012.6218381","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218381","url":null,"abstract":"AeroMACS (Aeronautical Mobile Airport Communications System), which is based upon the IEEE 802.16e mobile wireless standard, is expected to be implemented in the 5091-5150 MHz frequency band. As this band is also occupied by Mobile Satellite Service (MSS) feeder uplinks, AeroMACS must be designed to avoid interference with this incumbent service. The aspects of AeroMACS operation that present potential interference are under analysis in order to enable the definition of standards that assure that such interference will be avoided. In this study, the cumulative interference power distribution at low earth orbit from AeroMACS transmitters at the 497 major airports in the contiguous United States was simulated with the Visualyse Professional software. The dependence of the interference power on the number of antenna beams per airport, gain patterns, and beam direction orientations was simulated. As a function of these parameters, the simulation results are presented in terms of the limitations on transmitter power required to maintain the cumulative interference power under the established threshold.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"255 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114348227","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218497
Bo Redeborn
Presents a collection of slides from the author's conference presentation. Topics covered include: European Master Plan; SWIM - State of Play in Europe; Benefits of PBN; and Data Communications issues.
{"title":"\"Bridging CNS and ATM\" - Harmonisation between NextGen and SESAR","authors":"Bo Redeborn","doi":"10.1109/ICNSURV.2012.6218497","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218497","url":null,"abstract":"Presents a collection of slides from the author's conference presentation. Topics covered include: European Master Plan; SWIM - State of Play in Europe; Benefits of PBN; and Data Communications issues.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116908469","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218415
A. Bell
For decades, safe Air Traffic Management services have been provided by maintaining sufficient distance between aircraft to ensure adequate reaction time for collision avoidance. With RADAR and voice communication as fundamental tools, separation requirements have evolved that recognize the relationship between speed and time, and convert these requirements to distance-based standards. This paper reviews physical relationships between altitude, airspeed, and environmental variables that determine the collision avoidance time between aircraft separated by existing distance-based standards to expose the inherent weaknesses of the conversion and establishes an alternative: time-based separation standards. Using data gathered through flight tests and simulations over the past two years, the performance of a modern aircraft Flight Management System (FMS) has been characterized by a distribution that expresses the probability of deviations from an assigned Required Time of Arrival (RTA). Using this distribution, a mathematical relationship between the probability of a collision and the time interval between aircraft has been developed. The equations allow the evaluation of collision probability for any given interval, or alternatively, allow calculation of a required time interval between aircraft to achieve any desired level of collision probability. These calculations then serve as the basis for development of a precise performance metric that may be used as a certification standard for RTA capable systems. The paper concludes with a number of suggestions for possible refinements to current air traffic management systems. Graphical depictions of symbology adaptations designed to provide an intuitive display of separation time between aircraft are presented along with possible innovations in implementation strategy for time-based sequencing and separation methods. Additionally, several procedural changes are described that provide modest immediate benefits and may satisfy pre-requisites to implementation of time-based operations.
{"title":"Developing standards for time-based sequencing & separation of aircraft","authors":"A. Bell","doi":"10.1109/ICNSURV.2012.6218415","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218415","url":null,"abstract":"For decades, safe Air Traffic Management services have been provided by maintaining sufficient distance between aircraft to ensure adequate reaction time for collision avoidance. With RADAR and voice communication as fundamental tools, separation requirements have evolved that recognize the relationship between speed and time, and convert these requirements to distance-based standards. This paper reviews physical relationships between altitude, airspeed, and environmental variables that determine the collision avoidance time between aircraft separated by existing distance-based standards to expose the inherent weaknesses of the conversion and establishes an alternative: time-based separation standards. Using data gathered through flight tests and simulations over the past two years, the performance of a modern aircraft Flight Management System (FMS) has been characterized by a distribution that expresses the probability of deviations from an assigned Required Time of Arrival (RTA). Using this distribution, a mathematical relationship between the probability of a collision and the time interval between aircraft has been developed. The equations allow the evaluation of collision probability for any given interval, or alternatively, allow calculation of a required time interval between aircraft to achieve any desired level of collision probability. These calculations then serve as the basis for development of a precise performance metric that may be used as a certification standard for RTA capable systems. The paper concludes with a number of suggestions for possible refinements to current air traffic management systems. Graphical depictions of symbology adaptations designed to provide an intuitive display of separation time between aircraft are presented along with possible innovations in implementation strategy for time-based sequencing and separation methods. Additionally, several procedural changes are described that provide modest immediate benefits and may satisfy pre-requisites to implementation of time-based operations.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121192269","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218447
P. Balakrishna, G. Hunter
Presents a collection of slides from the author's conference presentation. ⧁ Most applications require simulator enhancements • Development resource requirements are easy to underestimate ⧁ We have used our NAS-wide simulator for a wide variety of applications ⧁ What worked? • Segregating core simulation from decision making • Client-server architecture • Emphasizing execution speed over fine-grain detail • Most studies are first-order what-ifs, not 3rd decimal point • Real-time capability supports HITL simulation • Capturing core set of realism • Physics-based trajectory model • Basic airport and airspace geometry models • Time-based simulation • Inclusion of uncertainties in core architecture • Graphical / visual validation and debugging
{"title":"NAS-wide simulators: Applications and tradeoffs in modeling fidelity","authors":"P. Balakrishna, G. Hunter","doi":"10.1109/ICNSURV.2012.6218447","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218447","url":null,"abstract":"Presents a collection of slides from the author's conference presentation. ⧁ Most applications require simulator enhancements • Development resource requirements are easy to underestimate ⧁ We have used our NAS-wide simulator for a wide variety of applications ⧁ What worked? • Segregating core simulation from decision making • Client-server architecture • Emphasizing execution speed over fine-grain detail • Most studies are first-order what-ifs, not 3<sup>rd</sup> decimal point • Real-time capability supports HITL simulation • Capturing core set of realism • Physics-based trajectory model • Basic airport and airspace geometry models • Time-based simulation • Inclusion of uncertainties in core architecture • Graphical / visual validation and debugging","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"60 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116595917","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218423
M. Mahmoud, J. Pesce
This paper describes the mobile application that has been developed at the Embry-Riddle Aeronautical University (ERAU) Next-Generation ERAU Applied Research (NEAR) Laboratory. ERAU Multi Information Display (EMID) displays surveillance information based on Automatic dependency Surveillance Broadcast (ADS-B) standards used in FAA Next-Generation Air-Traffic Management (ATM). The initial version of the EMID was developed at the request of the ERAU flight department, for the purpose of monitoring the university fleet of over 75 ADS-B equipped aircraft. The later version of the EMID had incorporated additional functionalities to provide a platform for test and evaluation of new concepts in ATM and National Airspace (NAS) Usage. One of the advantages of the EMID is the use of SWIM (System Wide Information Management) like architecture, which allows the display of ADS-B and TIS-B aircraft position data received from SWIM-like surveillance services. ADS-B and TIS-B aircraft are represented by symbols that have optional data blocks capable of displaying altitude, speed, heading, and latitude/longitude information. EMID uses a different color coding scheme to distinguish between the commercial (blue) and general aviation (green) traffic. This color coding scheme has proven to make the product more user friendly, and reduce the overall workload of the user in identifying potential en-route conflicts. A mobile device version of the EMID called iEMID, has been developed using iOS [1] which can be deployed on iPhone and iPad devices. iEMID is a mobile Geographical Information System (GIS) based application capable of displaying geospatial referenced data. It supports pan and zoom and allows the user the capability to turn on/off different data layers. iEMID is capable of displaying high fidelity ESRI shape files of airspace volumes and airport layouts for precise tracking of aircraft while taxiing on the airport surface. This paper will concentrate on the overall functionality of the EMID and iEMID, and discuss some of the advantages and disadvantages of the product. We will also discuss the supporting infrastructure that is needed to allow system functionality. For example, the ADS-B surveillance service hosted at the NEAR lab that manages several ground receivers.
{"title":"IEMID: A mobile multi-information display for surveillance data","authors":"M. Mahmoud, J. Pesce","doi":"10.1109/ICNSURV.2012.6218423","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218423","url":null,"abstract":"This paper describes the mobile application that has been developed at the Embry-Riddle Aeronautical University (ERAU) Next-Generation ERAU Applied Research (NEAR) Laboratory. ERAU Multi Information Display (EMID) displays surveillance information based on Automatic dependency Surveillance Broadcast (ADS-B) standards used in FAA Next-Generation Air-Traffic Management (ATM). The initial version of the EMID was developed at the request of the ERAU flight department, for the purpose of monitoring the university fleet of over 75 ADS-B equipped aircraft. The later version of the EMID had incorporated additional functionalities to provide a platform for test and evaluation of new concepts in ATM and National Airspace (NAS) Usage. One of the advantages of the EMID is the use of SWIM (System Wide Information Management) like architecture, which allows the display of ADS-B and TIS-B aircraft position data received from SWIM-like surveillance services. ADS-B and TIS-B aircraft are represented by symbols that have optional data blocks capable of displaying altitude, speed, heading, and latitude/longitude information. EMID uses a different color coding scheme to distinguish between the commercial (blue) and general aviation (green) traffic. This color coding scheme has proven to make the product more user friendly, and reduce the overall workload of the user in identifying potential en-route conflicts. A mobile device version of the EMID called iEMID, has been developed using iOS [1] which can be deployed on iPhone and iPad devices. iEMID is a mobile Geographical Information System (GIS) based application capable of displaying geospatial referenced data. It supports pan and zoom and allows the user the capability to turn on/off different data layers. iEMID is capable of displaying high fidelity ESRI shape files of airspace volumes and airport layouts for precise tracking of aircraft while taxiing on the airport surface. This paper will concentrate on the overall functionality of the EMID and iEMID, and discuss some of the advantages and disadvantages of the product. We will also discuss the supporting infrastructure that is needed to allow system functionality. For example, the ADS-B surveillance service hosted at the NEAR lab that manages several ground receivers.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131087601","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218430
Feng Cheng, J. Gulding, B. Baszczewski, R. Galaviz-Schomisch, A. Chow
In this paper, we present a Mixed Integer Programming formulation for the sample day selection problem. This formulation incorporates the IMC delay minutes for the purpose of modeling the effect of weather conditions in its objective function along with other performance metrics. The objective of the MIP formulation is to minimize the sum of differences between the sample averages and the full population averages. A variant of this formulation is also developed by adopting a weighting scheme based on the significance of IMC impact on the airports. Numerical results are reported and analyzed to show the effectiveness of this formulation and different choices of weighting schemes. Comparisons with the original model without IMC delay data are also presented.
{"title":"Modeling the effect of weather conditions in sample day selection using an optimization method","authors":"Feng Cheng, J. Gulding, B. Baszczewski, R. Galaviz-Schomisch, A. Chow","doi":"10.1109/ICNSURV.2012.6218430","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218430","url":null,"abstract":"In this paper, we present a Mixed Integer Programming formulation for the sample day selection problem. This formulation incorporates the IMC delay minutes for the purpose of modeling the effect of weather conditions in its objective function along with other performance metrics. The objective of the MIP formulation is to minimize the sum of differences between the sample averages and the full population averages. A variant of this formulation is also developed by adopting a weighting scheme based on the significance of IMC impact on the airports. Numerical results are reported and analyzed to show the effectiveness of this formulation and different choices of weighting schemes. Comparisons with the original model without IMC delay data are also presented.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131067268","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218434
J. Shortle, L. Sherry, A. Yousefi, R. Xie
This paper presents a model and methodology for a safety and sensitivity analysis of the Advanced Airspace Concept. This analysis is part of a larger effort to analyze safety-capacity tradeoffs in NextGen concepts. A key part of the model is the definition of a dynamic event tree, which is like a standard event tree, but also includes the dimension of time in the state-space description. The model is constructed and evaluated in an automated fashion based on a set of input tables. Thus, changes to the model are easily implemented and results are automatically recomputed. The analytical implementation can be evaluated fairly quickly (a couple seconds per evaluation). A systematic sensitivity analysis shows that the transponder failure probability is a critical model parameter.
{"title":"Safety and sensitivity analysis of the advanced airspace concept for nextgen","authors":"J. Shortle, L. Sherry, A. Yousefi, R. Xie","doi":"10.1109/ICNSURV.2012.6218434","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218434","url":null,"abstract":"This paper presents a model and methodology for a safety and sensitivity analysis of the Advanced Airspace Concept. This analysis is part of a larger effort to analyze safety-capacity tradeoffs in NextGen concepts. A key part of the model is the definition of a dynamic event tree, which is like a standard event tree, but also includes the dimension of time in the state-space description. The model is constructed and evaluated in an automated fashion based on a set of input tables. Thus, changes to the model are easily implemented and results are automatically recomputed. The analytical implementation can be evaluated fairly quickly (a couple seconds per evaluation). A systematic sensitivity analysis shows that the transponder failure probability is a critical model parameter.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130184729","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218424
A. Aslinger, W. Leber, M. Hopkins
The concept of Trajectory-Based Operations (TBO) is a cornerstone of the FAA NextGen CONOPS and the mid-term concepts of Trajectory Operations (TOps) will provide the path to TBO's far-term capabilities. These concepts of operation and use require a unified approach to bring both CNS and ATM capabilities together into effective methods and approaches for managing National Airspace System (NAS) throughput using individual 4D Trajectories across each phase of the trajectory lifecycle. Enabling of TOps/TBO requires interactive and integrated decisions and control actions spanning each time horizon to include Capacity Management, Flow Contingency Management, and Trajectory Management. This implies greater data access and common situational awareness than presently available in the highly probabilistic models of current NAS non-critical systems and deterministic models of critical systems. The FAA can accelerate the opportunities promised by Next Gen by providing a modern infrastructure, suitable to enabling TBO. A critical requirement is the Air Navigation Service Provider (ANSP) enabling NAS stakeholder access and common situational awareness of NAS capacity and congestion realities, both present and predicted states. This system, a Common Trajectory Planning Resource (CTPR), should provide operators a common interface to trial plan potential trajectories against NAS constraints via automation with operator's NextGen flight planning and tracking systems. CTPR should also monitor and provide updates on the traffic flow impacts to filed flights and proposed trajectories allowing operators to identify and choose the most optimum solutions available based on their own unique business model and operations. Trajectories themselves, embodied in flight plans, represent an intersection of NAS stakeholder and ANSP interests. These interests must be brought into alignment for the realization of TBO benefits. Providing airspace users with access to a new, Common Trajectory Planning Resource model is a key to unlocking TOps/TBO benefits. The highest level of NAS benefits will accrue when optimization is left in the hands of the operators, and market forces are allowed to reward positive behavior. This empowerment of operators by the ANSP as well as common visibility among all parties also offers the opportunity for satisfaction of each operator's own business objectives and will accommodate the widest diversity of business rules and plans among an increasingly heterogeneous and dynamic community of operators.
{"title":"Enabling a modernized NAS ATM infrastructure in support of trajectory based operations","authors":"A. Aslinger, W. Leber, M. Hopkins","doi":"10.1109/ICNSURV.2012.6218424","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218424","url":null,"abstract":"The concept of Trajectory-Based Operations (TBO) is a cornerstone of the FAA NextGen CONOPS and the mid-term concepts of Trajectory Operations (TOps) will provide the path to TBO's far-term capabilities. These concepts of operation and use require a unified approach to bring both CNS and ATM capabilities together into effective methods and approaches for managing National Airspace System (NAS) throughput using individual 4D Trajectories across each phase of the trajectory lifecycle. Enabling of TOps/TBO requires interactive and integrated decisions and control actions spanning each time horizon to include Capacity Management, Flow Contingency Management, and Trajectory Management. This implies greater data access and common situational awareness than presently available in the highly probabilistic models of current NAS non-critical systems and deterministic models of critical systems. The FAA can accelerate the opportunities promised by Next Gen by providing a modern infrastructure, suitable to enabling TBO. A critical requirement is the Air Navigation Service Provider (ANSP) enabling NAS stakeholder access and common situational awareness of NAS capacity and congestion realities, both present and predicted states. This system, a Common Trajectory Planning Resource (CTPR), should provide operators a common interface to trial plan potential trajectories against NAS constraints via automation with operator's NextGen flight planning and tracking systems. CTPR should also monitor and provide updates on the traffic flow impacts to filed flights and proposed trajectories allowing operators to identify and choose the most optimum solutions available based on their own unique business model and operations. Trajectories themselves, embodied in flight plans, represent an intersection of NAS stakeholder and ANSP interests. These interests must be brought into alignment for the realization of TBO benefits. Providing airspace users with access to a new, Common Trajectory Planning Resource model is a key to unlocking TOps/TBO benefits. The highest level of NAS benefits will accrue when optimization is left in the hands of the operators, and market forces are allowed to reward positive behavior. This empowerment of operators by the ANSP as well as common visibility among all parties also offers the opportunity for satisfaction of each operator's own business objectives and will accommodate the widest diversity of business rules and plans among an increasingly heterogeneous and dynamic community of operators.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"69 5","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120936270","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218426
A. Herndon
Navigation database (NDB) capacity (memory size) has always been an issue in aircraft Flight Management Computers (FMC). And, that issue is a concern for Performance-based Navigation (PBN) Implementation as so many new next generation (NextGen) procedures are being developed and many FMCs no longer have the capacity for additions to their NDBs. For the near-term, the problem will just keep getting worse for aircraft with FMCs limited by capacity due to the growth in the number of coded procedures and waypoints to store and limitations in the storage size. Anecdotal evidence finds navigation database suppliers estimating that worldwide procedure production will increase database size approximately 3% to 8% annually for the forseable future.1 In many cases, the airlines must already strictly tailor the available sets of procedures in their databases according to geographic areas to meet current FMC memory capacity constraints. Fortunately, the trend for the mid-term and far-term is that the projected growth rate will not be such an issue given the actual and “potential” additional memory expansion of new FMCs.However, a related concern is a means to move away from the binary packing of data into a general standard that works with all FMCs. Database development groups are proposing using a version of Extensible Markup Language (XML) which will take up significantly more storage. FMC vendors and airlines have expressed concern over this proposal because of memory storage requirements. This proposal is still in its infancy and has yet to be proposed as a formal standard. This paper provides background on FMC database capacity and factors that influence memory requirements. It addresses airline's tailoring of navigation databases and the status of memory in current FMCs operating within the United States National Airspace System (NAS). It also introduces the methods the airlines use to reduce the size of their NDBs despite the tide of procedures being developed worldwide.
{"title":"Flight management computer (FMC) navigation database capacity","authors":"A. Herndon","doi":"10.1109/ICNSURV.2012.6218426","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218426","url":null,"abstract":"Navigation database (NDB) capacity (memory size) has always been an issue in aircraft Flight Management Computers (FMC). And, that issue is a concern for Performance-based Navigation (PBN) Implementation as so many new next generation (NextGen) procedures are being developed and many FMCs no longer have the capacity for additions to their NDBs. For the near-term, the problem will just keep getting worse for aircraft with FMCs limited by capacity due to the growth in the number of coded procedures and waypoints to store and limitations in the storage size. Anecdotal evidence finds navigation database suppliers estimating that worldwide procedure production will increase database size approximately 3% to 8% annually for the forseable future.1 In many cases, the airlines must already strictly tailor the available sets of procedures in their databases according to geographic areas to meet current FMC memory capacity constraints. Fortunately, the trend for the mid-term and far-term is that the projected growth rate will not be such an issue given the actual and “potential” additional memory expansion of new FMCs.However, a related concern is a means to move away from the binary packing of data into a general standard that works with all FMCs. Database development groups are proposing using a version of Extensible Markup Language (XML) which will take up significantly more storage. FMC vendors and airlines have expressed concern over this proposal because of memory storage requirements. This proposal is still in its infancy and has yet to be proposed as a formal standard. This paper provides background on FMC database capacity and factors that influence memory requirements. It addresses airline's tailoring of navigation databases and the status of memory in current FMCs operating within the United States National Airspace System (NAS). It also introduces the methods the airlines use to reduce the size of their NDBs despite the tide of procedures being developed worldwide.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123202178","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：