Pub Date : 2017-09-20DOI: 10.1109/DASC.2017.8102047
Nikolai Okuniek, D. Beckmann
This paper focuses on newly developed alternative ground propulsion systems of aircraft for airport surface operations and their dependencies with decision support tools for air traffic controller in the airport tower. Both issues refer to functionalities from the Advanced Surface Movement Guidance and Control System (A-SMGCS) concept specifically the route planning and guidance functions. The route planning functionality generates the optimal surface movement plan for every aircraft. This plan consists of conflict-free optimized routes with associated speed values called four dimensional taxi trajectories (4DT). The 4DT must be generated by dedicated planning systems that support the air traffic controller in their daily work. Several research studies have shown that the implementation of trajectory-based taxi operations mainly depends on the ability of the aircraft to follow the optimal surface movement plan which is still a challenge. The guidance functionality primarily addresses the support of pilots and vehicle drivers equipped with displays for increased situation awareness especially in low visibility conditions. However, ICAO's A-SMGCS manual also states that predetermined taxi speeds have to be maintained so that a timely arrival at the runway holding position and at the stands can be ensured. Autonomous engine-off taxi technologies with electric engines — called eTaxi — is an alternative ground propulsion system (AGPS) that promises to accomplish this performance. At the same time, AGPS are able to reduce the environmental impact, through less noise and emissions, and the economic impact, through less fuel consumption, while taxiing. This paper addresses the research question of how AGPS and trajectory-based taxi operations are interdependent. As a starting point to answer this research question, two conceptual investigations are conducted. First, the trajectory-based taxi operations concept is reviewed. Second, the investigation of necessary ATC procedures to manage aircraft with autonomous engine-off taxi technologies is considered. Both processes have to be considered in order to develop a viable concept of e-taxi.
{"title":"Towards higher level of A-SMGCS: Handshake of electric taxi and trajectory-based taxi operations","authors":"Nikolai Okuniek, D. Beckmann","doi":"10.1109/DASC.2017.8102047","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102047","url":null,"abstract":"This paper focuses on newly developed alternative ground propulsion systems of aircraft for airport surface operations and their dependencies with decision support tools for air traffic controller in the airport tower. Both issues refer to functionalities from the Advanced Surface Movement Guidance and Control System (A-SMGCS) concept specifically the route planning and guidance functions. The route planning functionality generates the optimal surface movement plan for every aircraft. This plan consists of conflict-free optimized routes with associated speed values called four dimensional taxi trajectories (4DT). The 4DT must be generated by dedicated planning systems that support the air traffic controller in their daily work. Several research studies have shown that the implementation of trajectory-based taxi operations mainly depends on the ability of the aircraft to follow the optimal surface movement plan which is still a challenge. The guidance functionality primarily addresses the support of pilots and vehicle drivers equipped with displays for increased situation awareness especially in low visibility conditions. However, ICAO's A-SMGCS manual also states that predetermined taxi speeds have to be maintained so that a timely arrival at the runway holding position and at the stands can be ensured. Autonomous engine-off taxi technologies with electric engines — called eTaxi — is an alternative ground propulsion system (AGPS) that promises to accomplish this performance. At the same time, AGPS are able to reduce the environmental impact, through less noise and emissions, and the economic impact, through less fuel consumption, while taxiing. This paper addresses the research question of how AGPS and trajectory-based taxi operations are interdependent. As a starting point to answer this research question, two conceptual investigations are conducted. First, the trajectory-based taxi operations concept is reviewed. Second, the investigation of necessary ATC procedures to manage aircraft with autonomous engine-off taxi technologies is considered. Both processes have to be considered in order to develop a viable concept of e-taxi.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116092250","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 : 2017-09-18DOI: 10.1109/DASC.2017.8102095
T. Dautermann, T. Ludwig, Lina Altenscheidt, R. Geister, Tobias Blase
We report on the performance of our Airbus 320 during novel advanced required navigation performance (RNP) procedures which contain a fixed radius turn that delivers the aircraft onto a short ILS precision final above aerodrome level. The approaches were flown automatically with guidance and autothrust as computed by the flight management system. Main areas of interest of the flight trials were the performance of the autoland capability, vertical path following during the RNP part of the procedure as well as maintaining an optimized speed profile during the continuous descent approaches Within the PBN concept exists the possibility to incorporate turns with a precise ground track into departure, en-route, arrival and approach procedures called fixed radius transitions or radius-to-fix. They offer the advantage of repeatable ground tracks during the turn and thus more freedom for the procedure designer when route planning in dense traffic, high terrain or obstacle rich environments. Additionally, ARINC 424 allows to specify altitude constraints at waypoints and vertical path angles for each RNP segment terminating at such a waypoint. Whilst offering these benefits such advanced RNP approach operations are still non-precision procedures and automatic landings cannot be performed after their successful completion. Hence, to enable automatic landings and to extract maximum benefits from RNP operations, they must transition into a precision final approach segment provided by any precision landing system (ILS, GLS, MLS) so that the guidance loops for flare and land modes of the auto flight guidance system can activate. This is often called RNP to xLS (or RNP2xLS). Moreover, the vertical path angle feature is currently largely unused and unexplored, except for the final approach segment of an RNP approach. These new options, when properly exercised, would allow any aircraft to benefit from better fuel efficiency during a continuous descent approach and a potentially reduced obstacle clearance due to the fixed vertical RNP profile and RF tracks. Ground tracks are repeatable and could be used for better noise abatement — besides their main purpose, obstruction clearance along the aircraft's path. In this study we investigated the use of the described ARINC424 coding options onto (a) the performance of the speed profile for arrival time optimization (b) the vertical path during the RNP part of the procedure and (c) the performance of the autoland capability after a curved transition onto an ILS. For the trials, we designed five instrument approaches to runway 26 at Braunschweig-Wolfsburg airport, which is equipped with an Instrument Landing System. A RF curve terminates at the ILS intercept point at heights 550ft, 750ft, 1000ft, 1500ft and 2000ft above aerodrome level and each approach had four different initial approach fixes which corresponded to a track angle change of 30,60,90 and 180 degrees during the constant radius turn-to-final. For each initial a
{"title":"Automatic speed profiling and automatic landings during advanced RNP to xLS flight tests","authors":"T. Dautermann, T. Ludwig, Lina Altenscheidt, R. Geister, Tobias Blase","doi":"10.1109/DASC.2017.8102095","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102095","url":null,"abstract":"We report on the performance of our Airbus 320 during novel advanced required navigation performance (RNP) procedures which contain a fixed radius turn that delivers the aircraft onto a short ILS precision final above aerodrome level. The approaches were flown automatically with guidance and autothrust as computed by the flight management system. Main areas of interest of the flight trials were the performance of the autoland capability, vertical path following during the RNP part of the procedure as well as maintaining an optimized speed profile during the continuous descent approaches Within the PBN concept exists the possibility to incorporate turns with a precise ground track into departure, en-route, arrival and approach procedures called fixed radius transitions or radius-to-fix. They offer the advantage of repeatable ground tracks during the turn and thus more freedom for the procedure designer when route planning in dense traffic, high terrain or obstacle rich environments. Additionally, ARINC 424 allows to specify altitude constraints at waypoints and vertical path angles for each RNP segment terminating at such a waypoint. Whilst offering these benefits such advanced RNP approach operations are still non-precision procedures and automatic landings cannot be performed after their successful completion. Hence, to enable automatic landings and to extract maximum benefits from RNP operations, they must transition into a precision final approach segment provided by any precision landing system (ILS, GLS, MLS) so that the guidance loops for flare and land modes of the auto flight guidance system can activate. This is often called RNP to xLS (or RNP2xLS). Moreover, the vertical path angle feature is currently largely unused and unexplored, except for the final approach segment of an RNP approach. These new options, when properly exercised, would allow any aircraft to benefit from better fuel efficiency during a continuous descent approach and a potentially reduced obstacle clearance due to the fixed vertical RNP profile and RF tracks. Ground tracks are repeatable and could be used for better noise abatement — besides their main purpose, obstruction clearance along the aircraft's path. In this study we investigated the use of the described ARINC424 coding options onto (a) the performance of the speed profile for arrival time optimization (b) the vertical path during the RNP part of the procedure and (c) the performance of the autoland capability after a curved transition onto an ILS. For the trials, we designed five instrument approaches to runway 26 at Braunschweig-Wolfsburg airport, which is equipped with an Instrument Landing System. A RF curve terminates at the ILS intercept point at heights 550ft, 750ft, 1000ft, 1500ft and 2000ft above aerodrome level and each approach had four different initial approach fixes which corresponded to a track angle change of 30,60,90 and 180 degrees during the constant radius turn-to-final. For each initial a","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123684919","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 : 2017-09-17DOI: 10.1109/DASC.2017.8101988
R. Bailey, L. Kramer, Kellie D. Kennedy, C. Stephens, T. Etherington
Future reduced crew operations or even single pilot operations for commercial airline and on-demand mobility applications are an active area of research. These changes would reduce the human element and thus, threaten the precept that “a well-trained and well-qualified pilot is the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system.” NASA recently completed a pilot-in-the-loop high fidelity motion simulation study in partnership with the Federal Aviation Administration (FAA) attempting to quantify the pilot's contribution to flight safety during normal flight and in response to aircraft system failures. Crew complement was used as the experiment independent variable in a between-subjects design. These data show significant increases in workload for single pilot operations, compared to two-crew, with subjective assessments of safety and performance being significantly degraded as well. Nonetheless, in all cases, the pilots were able to overcome the failure mode effects in all crew configurations. These data reflect current-day flight deck equipage and help identify the technologies that may improve two-crew operations and/or possibly enable future reduced crew and/or single pilot operations.
{"title":"An assessment of reduced crew and single pilot operations in commercial transport aircraft operations","authors":"R. Bailey, L. Kramer, Kellie D. Kennedy, C. Stephens, T. Etherington","doi":"10.1109/DASC.2017.8101988","DOIUrl":"https://doi.org/10.1109/DASC.2017.8101988","url":null,"abstract":"Future reduced crew operations or even single pilot operations for commercial airline and on-demand mobility applications are an active area of research. These changes would reduce the human element and thus, threaten the precept that “a well-trained and well-qualified pilot is the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system.” NASA recently completed a pilot-in-the-loop high fidelity motion simulation study in partnership with the Federal Aviation Administration (FAA) attempting to quantify the pilot's contribution to flight safety during normal flight and in response to aircraft system failures. Crew complement was used as the experiment independent variable in a between-subjects design. These data show significant increases in workload for single pilot operations, compared to two-crew, with subjective assessments of safety and performance being significantly degraded as well. Nonetheless, in all cases, the pilots were able to overcome the failure mode effects in all crew configurations. These data reflect current-day flight deck equipage and help identify the technologies that may improve two-crew operations and/or possibly enable future reduced crew and/or single pilot operations.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114373721","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 : 2017-09-17DOI: 10.1109/DASC.2017.8102048
N. Peinecke, A. Kuenz
International parcel services as well as online retailers are planning to install their own delivery drone fleets in the foreseeable future. Given the typical volumes of such businesses it is likely that this poses huge demands on the urban airspace in terms of capacity and conflict resolution. Current UTM concepts devise means to automatically detect and solve conflicts in smaller scales. However, it is yet unanswered to what degree a conflict-free operation of hundreds or thousands of drones occupying the same airspace is possible. In this paper we present a generic simulation framework that can load a given urban airspace with a specified demand or frequency of delivery drones. Based on actual street map data the user can specify a delivery area, a regular or randomized delivery schedule and a number of logistic centers to start from. Random destinations are then picked from the street maps and drones are scheduled to service these destinations. Further, the system analyzes the pre-planned drone schedule for conflicts and tries to resolve these conflicts without delaying individual drones too much. We detail statistics on how responsive the system is to unexpected events like emergency helicopters. The results give first insights, to what degree automatic de-conflicting solutions may work in urban areas.
{"title":"Deconflicting the urban drone airspace","authors":"N. Peinecke, A. Kuenz","doi":"10.1109/DASC.2017.8102048","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102048","url":null,"abstract":"International parcel services as well as online retailers are planning to install their own delivery drone fleets in the foreseeable future. Given the typical volumes of such businesses it is likely that this poses huge demands on the urban airspace in terms of capacity and conflict resolution. Current UTM concepts devise means to automatically detect and solve conflicts in smaller scales. However, it is yet unanswered to what degree a conflict-free operation of hundreds or thousands of drones occupying the same airspace is possible. In this paper we present a generic simulation framework that can load a given urban airspace with a specified demand or frequency of delivery drones. Based on actual street map data the user can specify a delivery area, a regular or randomized delivery schedule and a number of logistic centers to start from. Random destinations are then picked from the street maps and drones are scheduled to service these destinations. Further, the system analyzes the pre-planned drone schedule for conflicts and tries to resolve these conflicts without delaying individual drones too much. We detail statistics on how responsive the system is to unexpected events like emergency helicopters. The results give first insights, to what degree automatic de-conflicting solutions may work in urban areas.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"134 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133825992","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 : 2017-09-17DOI: 10.1109/DASC.2017.8102073
B. Baxley, Kurt A. Swieringa, Roy D. Roper, Clay E. Hubbs, Paul A. Goess, R. Shay
A 19-day flight test of an Interval Management (IM) avionics prototype was conducted in Washington State using three aircraft to precisely achieve and maintain a spacing interval behind the preceding aircraft. NASA contracted with Boeing, Honeywell, and United Airlines to build this prototype, and then worked closely with them, the FAA, and other industry partners to test this prototype in flight. Four different IM operation types were investigated during this test in the en route, arrival, and final approach phases of flight. Many of the IM operations met or exceeded the design goals established prior to the test. However, there were issues discovered throughout the flight test, including the rate and magnitude of IM commanded speed changes and the difference between expected and actual aircraft deceleration rates.
{"title":"Recommended changes to interval management to achieve operational implementation","authors":"B. Baxley, Kurt A. Swieringa, Roy D. Roper, Clay E. Hubbs, Paul A. Goess, R. Shay","doi":"10.1109/DASC.2017.8102073","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102073","url":null,"abstract":"A 19-day flight test of an Interval Management (IM) avionics prototype was conducted in Washington State using three aircraft to precisely achieve and maintain a spacing interval behind the preceding aircraft. NASA contracted with Boeing, Honeywell, and United Airlines to build this prototype, and then worked closely with them, the FAA, and other industry partners to test this prototype in flight. Four different IM operation types were investigated during this test in the en route, arrival, and final approach phases of flight. Many of the IM operations met or exceeded the design goals established prior to the test. However, there were issues discovered throughout the flight test, including the rate and magnitude of IM commanded speed changes and the difference between expected and actual aircraft deceleration rates.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123855711","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 : 2017-09-17DOI: 10.1109/DASC.2017.8102046
S. Verma, Hanbong Lee, Lynne Martin, Lindsay Stevens, Y. Jung, V. Dulchinos, Eric Chevalley, Kimberly K. Jobe, B. Parke
NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in/out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration.
{"title":"Evaluation of a tactical surface metering tool for Charlotte Douglas international airport via human-in-the-loop simulation","authors":"S. Verma, Hanbong Lee, Lynne Martin, Lindsay Stevens, Y. Jung, V. Dulchinos, Eric Chevalley, Kimberly K. Jobe, B. Parke","doi":"10.1109/DASC.2017.8102046","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102046","url":null,"abstract":"NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in/out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114993053","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 : 2017-09-17DOI: 10.1109/DASC.2017.8102044
Paul C. Davis, B. Boisvert
The NASA sponsored Hyper-Spectral Communications and Networking for Air Traffic Management (ATM) (HSCNA) project is conducting research to improve the operational efficiency of the future National Airspace System (NAS) through diverse and secure multi-band, multi-mode, and millimeter-wave (mmWave) wireless links. Worldwide growth of air transportation and the coming of unmanned aircraft systems (UAS) will increase air traffic density and complexity. Safe coordination of aircraft will require more capable technologies for communications, navigation, and surveillance (CNS). The HSCNA project will provide a foundation for technology and operational concepts to accommodate a significantly greater number of networked aircraft. This paper describes two of the project's technical challenges. The first technical challenge is to develop a multi-band networking concept of operations (ConOps) for use in multiple phases of flight and all communication link types. This ConOps will integrate the advanced technologies explored by the HSCNA project and future operational concepts into a harmonized vision of future NAS communications and networking. The second technical challenge discussed is to conduct simulations of future ATM operations using multi-band/multi-mode networking and technologies. Large-scale simulations will assess the impact, compared to today's system, of the new and integrated networks and technologies under future air traffic demand.
{"title":"Hyper-spectral networking concept of operations and future air traffic management simulations","authors":"Paul C. Davis, B. Boisvert","doi":"10.1109/DASC.2017.8102044","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102044","url":null,"abstract":"The NASA sponsored Hyper-Spectral Communications and Networking for Air Traffic Management (ATM) (HSCNA) project is conducting research to improve the operational efficiency of the future National Airspace System (NAS) through diverse and secure multi-band, multi-mode, and millimeter-wave (mmWave) wireless links. Worldwide growth of air transportation and the coming of unmanned aircraft systems (UAS) will increase air traffic density and complexity. Safe coordination of aircraft will require more capable technologies for communications, navigation, and surveillance (CNS). The HSCNA project will provide a foundation for technology and operational concepts to accommodate a significantly greater number of networked aircraft. This paper describes two of the project's technical challenges. The first technical challenge is to develop a multi-band networking concept of operations (ConOps) for use in multiple phases of flight and all communication link types. This ConOps will integrate the advanced technologies explored by the HSCNA project and future operational concepts into a harmonized vision of future NAS communications and networking. The second technical challenge discussed is to conduct simulations of future ATM operations using multi-band/multi-mode networking and technologies. Large-scale simulations will assess the impact, compared to today's system, of the new and integrated networks and technologies under future air traffic demand.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133920223","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102052
Enrique Casado, M. L. Civita, M. Vilaplana, E. McGookin
A novel approach to quantify the uncertainty associated with any aircraft trajectory prediction based on the application of the Polynomial Chaos (PC) theory is presented. The proposed method relies on univariate polynomial descriptions of the uncertainty sources affecting the trajectory prediction process. Those descriptions are used to build the multivariate polynomial expansions that represent the variability of the aircraft state variables along the predicted trajectory. A case study compares the results obtained by a classical Monte Carlo approach with those generated by applying the so-called arbitrary Polynomial Chaos Expansions (aPCE). The results provided herein lead to conclude that this new methodology can be used to accurately quantify trajectory prediction uncertainty with a very low computational effort, enabling the capability of computing the uncertainty of the individual trajectories of a traffic sample of thousands flights within very short time intervals.
{"title":"Quantification of aircraft trajectory prediction uncertainty using polynomial chaos expansions","authors":"Enrique Casado, M. L. Civita, M. Vilaplana, E. McGookin","doi":"10.1109/DASC.2017.8102052","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102052","url":null,"abstract":"A novel approach to quantify the uncertainty associated with any aircraft trajectory prediction based on the application of the Polynomial Chaos (PC) theory is presented. The proposed method relies on univariate polynomial descriptions of the uncertainty sources affecting the trajectory prediction process. Those descriptions are used to build the multivariate polynomial expansions that represent the variability of the aircraft state variables along the predicted trajectory. A case study compares the results obtained by a classical Monte Carlo approach with those generated by applying the so-called arbitrary Polynomial Chaos Expansions (aPCE). The results provided herein lead to conclude that this new methodology can be used to accurately quantify trajectory prediction uncertainty with a very low computational effort, enabling the capability of computing the uncertainty of the individual trajectories of a traffic sample of thousands flights within very short time intervals.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"186 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115764465","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102007
James Engelmann, C. Mourning, M. U. de Haag
The paper discusses a comparison of various aircraft state prediction methods in the presence of sensor uncertainty. Aircraft state prediction and, specifically, energy state prediction is an important step in providing the flight crew with visual and aural cues to improve their airplane state awareness (ASA) and, thus, increase aviation safety as the lack of aircraft state awareness has been one of the leading causal and contributing factors in aviation accidents. This paper focusses on predictive alerting methods to predict (a) stall and overspeed conditions, (b) high-and-fast conditions, and (c) automation mode transitions. The proposed method estimates and subsequently predicts the aircraft state based on (i) aircraft state related information output by the onboard avionics, (ii) the configuration of the aircraft, (iii) appropriate aircraft dynamics models of both the active modes and the modes to which can be transitioned via simple pilot actions, and (iv) accurate models of the uncertainty of the dynamics and sensors. To compare the performance of the various methods, this paper analyzed flight data collected during a recent NASA flight simulator study in which eleven commercial airline crews (22 pilots) completed more than 230 flights.
{"title":"Comparison of aircraft state prediction methods under sensor uncertainty","authors":"James Engelmann, C. Mourning, M. U. de Haag","doi":"10.1109/DASC.2017.8102007","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102007","url":null,"abstract":"The paper discusses a comparison of various aircraft state prediction methods in the presence of sensor uncertainty. Aircraft state prediction and, specifically, energy state prediction is an important step in providing the flight crew with visual and aural cues to improve their airplane state awareness (ASA) and, thus, increase aviation safety as the lack of aircraft state awareness has been one of the leading causal and contributing factors in aviation accidents. This paper focusses on predictive alerting methods to predict (a) stall and overspeed conditions, (b) high-and-fast conditions, and (c) automation mode transitions. The proposed method estimates and subsequently predicts the aircraft state based on (i) aircraft state related information output by the onboard avionics, (ii) the configuration of the aircraft, (iii) appropriate aircraft dynamics models of both the active modes and the modes to which can be transitioned via simple pilot actions, and (iv) accurate models of the uncertainty of the dynamics and sensors. To compare the performance of the various methods, this paper analyzed flight data collected during a recent NASA flight simulator study in which eleven commercial airline crews (22 pilots) completed more than 230 flights.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"57 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116123409","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102068
Sebastian Hiergeist, G. Seifert
As Unmanned Aerial Vehicles (UAVs) describe the recent trend in the avionic industry, they also tend to migrate into the civil airspace. To ensure a safe operation of such systems, even in case of faults, a redundant design of the inherent Flight Control System (FCS), is mandatory. For smaller UAV system, redundancy has not found a widespread use yet, whereas for bigger and more complex systems the redundancy concept is usually implemented by using proprietary hardware solutions. Automotive and industrial Microcontroller Units (MCUs) provide a good basis for the implementation of a new efficient and safe Flight Control Computer (FCC) architecture, which is also able to manage redundancy of the FCS. By using interfaces already provided by the MCUs for the implementation of the redundancy network, the efficiency and integration density can be fairly increased. Thus some guidance is given on how to mitigate MCU related safety concerns and on the implementation of the redundancy network. Also the aspect of achieving a tight synchronization between all nodes within the network is mandatory for every full-time safety critical redundancy system. Thus synchronization is examined in the context of the desired approach, with a strong focus on MCU specific influences and the challenge on how to select a suitable synchronization algorithm. To demonstrate the feasability of the design, an exemplary design is presented which has been implemented for further performance and synchronization measurements.
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