Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347508
Arwa S. Aweiss
A metric is proposed to characterize airspace complexity with respect to an automated separation assurance function. The Maneuver Option metric is a function of the number of conflict-free trajectory change options the automated separation assurance function is able to identify for each aircraft in the airspace at a given time. By aggregating the metric for all aircraft in a region of airspace, a measure of the instantaneous complexity of the airspace is produced. A six-hour simulation of Fort Worth Center air traffic was conducted to assess the metric. Results showed aircraft were twice as likely to be constrained in the vertical dimension than the horizontal one. By application of this metric, situations found to be most complex were those where level overflights and descending arrivals passed through or merged into an arrival stream. The metric identified high complexity regions that correlate well with current air traffic control operations. The Maneuver Option metric did not correlate with traffic count alone, a result consistent with complexity metrics for human-controlled airspace.
{"title":"A complexity metric for automated separation","authors":"Arwa S. Aweiss","doi":"10.1109/DASC.2009.5347508","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347508","url":null,"abstract":"A metric is proposed to characterize airspace complexity with respect to an automated separation assurance function. The Maneuver Option metric is a function of the number of conflict-free trajectory change options the automated separation assurance function is able to identify for each aircraft in the airspace at a given time. By aggregating the metric for all aircraft in a region of airspace, a measure of the instantaneous complexity of the airspace is produced. A six-hour simulation of Fort Worth Center air traffic was conducted to assess the metric. Results showed aircraft were twice as likely to be constrained in the vertical dimension than the horizontal one. By application of this metric, situations found to be most complex were those where level overflights and descending arrivals passed through or merged into an arrival stream. The metric identified high complexity regions that correlate well with current air traffic control operations. The Maneuver Option metric did not correlate with traffic count alone, a result consistent with complexity metrics for human-controlled airspace.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"205 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116185019","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347507
P. López, M. Cano, P. Sanchez-Escalonilla, A. Gomez de Segura
The SESAR operational concept is based on the move away from tactical to strategic management of flights. The predictive capabilities of the European ATM network will be improved with the objective of taking more strategic actions prior to the day of operations. This process will be supported by 4-dimensional trajectory information, managed on a shared network. In this paper, we present the collaborative decision-making negotiation processes focused at short-term phase and partially medium term phase when there is a sudden change in military airspace reservation. SESAR Operational Concept ensures the appropriate participation of all actors, including military, and the development of airspace solutions that can be implemented at short notice to address changes in the airspace demand. To support these processes, new airspace organization what-if tools will be necessary. These tools will allow defining almost in real-time tailored Airspace solutions to the users' needs. The report delivered by the European Performance Review Commission (PRC) `Evaluation of Civil/Military Airspace Utilization' stated also this need to develop what-if tools for supporting the pre-tactical Airspace Management (ASM) and Air Traffic Flow and Capacity Management (ATFCM) decision making. This paper presents the main outcomes of a validation exercise performed within the EPISODE 3 project. EPISODE 3 is an integrated project partly financed by the European Commission Directorate General for Energy and Transport which aims at exploring key aspects of the SESAR concept. The main objective of this exercise was to analyze if the negotiation processes at local level among Civil Airspace Users, Military Users, Civil/Military Airspace Manager and the Network Manager are operationally feasible when a change of airspace reservation by military is produced. For clarifying these processes, several gaming sessions were conducted at Aena (Spanish Air Navigation Service Provider). Gaming is an innovative validation technique, which is able to explore real-life situations where two or more parties must interact (with at least some choice of action) in order to meet their objectives. The suitability of the gaming technique for ATM Operational Concept Validation was tested. On the other hand, the exercise also analyzed and identified the potential functionalities of the needed what-if tools for supporting the decisions of the Airspace Managers.
{"title":"Airspace configuration management in the future air traffic management system","authors":"P. López, M. Cano, P. Sanchez-Escalonilla, A. Gomez de Segura","doi":"10.1109/DASC.2009.5347507","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347507","url":null,"abstract":"The SESAR operational concept is based on the move away from tactical to strategic management of flights. The predictive capabilities of the European ATM network will be improved with the objective of taking more strategic actions prior to the day of operations. This process will be supported by 4-dimensional trajectory information, managed on a shared network. In this paper, we present the collaborative decision-making negotiation processes focused at short-term phase and partially medium term phase when there is a sudden change in military airspace reservation. SESAR Operational Concept ensures the appropriate participation of all actors, including military, and the development of airspace solutions that can be implemented at short notice to address changes in the airspace demand. To support these processes, new airspace organization what-if tools will be necessary. These tools will allow defining almost in real-time tailored Airspace solutions to the users' needs. The report delivered by the European Performance Review Commission (PRC) `Evaluation of Civil/Military Airspace Utilization' stated also this need to develop what-if tools for supporting the pre-tactical Airspace Management (ASM) and Air Traffic Flow and Capacity Management (ATFCM) decision making. This paper presents the main outcomes of a validation exercise performed within the EPISODE 3 project. EPISODE 3 is an integrated project partly financed by the European Commission Directorate General for Energy and Transport which aims at exploring key aspects of the SESAR concept. The main objective of this exercise was to analyze if the negotiation processes at local level among Civil Airspace Users, Military Users, Civil/Military Airspace Manager and the Network Manager are operationally feasible when a change of airspace reservation by military is produced. For clarifying these processes, several gaming sessions were conducted at Aena (Spanish Air Navigation Service Provider). Gaming is an innovative validation technique, which is able to explore real-life situations where two or more parties must interact (with at least some choice of action) in order to meet their objectives. The suitability of the gaming technique for ATM Operational Concept Validation was tested. On the other hand, the exercise also analyzed and identified the potential functionalities of the needed what-if tools for supporting the decisions of the Airspace Managers.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125952790","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347559
M. Jakovljević
This paper summarizes how high-bandwidth asynchronous/synchronous Ethernet technologies can support design of distributed mixed criticality systems with time-, safety-, and mission-critical functions, and how this influences architecture design. Distributed IMA and distributed mixed criticality system are related concepts which help to address rising complexity in integrated systems. Distributed IMA offers all benefits of IMA, but for completely distributed systems. This closes the gap between federated and integrated modular architectures. Ethernet networks with time-triggered services (SAE AS6802) enable robust bandwidth partitioning and enable standard asynchronous and TDM-style communication, which is the key to integration of hard real-time controls, audio, video and other non-critical functions in one networked system. In our view, time-triggered services enable application of Ethernet for any type of critical embedded system.
{"title":"Synchronous/asynchronous Ethernet networking for mixed criticality systems","authors":"M. Jakovljević","doi":"10.1109/DASC.2009.5347559","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347559","url":null,"abstract":"This paper summarizes how high-bandwidth asynchronous/synchronous Ethernet technologies can support design of distributed mixed criticality systems with time-, safety-, and mission-critical functions, and how this influences architecture design. Distributed IMA and distributed mixed criticality system are related concepts which help to address rising complexity in integrated systems. Distributed IMA offers all benefits of IMA, but for completely distributed systems. This closes the gap between federated and integrated modular architectures. Ethernet networks with time-triggered services (SAE AS6802) enable robust bandwidth partitioning and enable standard asynchronous and TDM-style communication, which is the key to integration of hard real-time controls, audio, video and other non-critical functions in one networked system. In our view, time-triggered services enable application of Ethernet for any type of critical embedded system.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"54 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124958110","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347463
E. Theunissen, J. Tadema, A. Goossens
Mission effectiveness requires a bandwidth of the Observe-Orient-Decide-Act (OODA) loop that is large enough to cope with the dynamics of the particular target environment. If not already, the current ‘human’ interface between the navigation, sensor and weapons functions is likely to become the bottleneck that limits the bandwidth of the OODA loop. Some scenarios foresee a future where this bottleneck is eliminated by removing the human operator from the OODA loop using UAVs that autonomously adjust their goals and plans based on the sensed state of the environment. The OODA loop comprises several nested loops, each with increasing bandwidth. Rather than removing the human operator from the OODA loop altogether, the concept explored in this paper aims to move the human operator to a lower bandwidth loop. The operator is supported by a system that dynamically performs a translation of target-payload parameters to a navigation/guidance plan with a level of execution authority that is determined by the dynamics of the environment. As such it represents an evolutionary approach from current systems that are automated up to the plan execution level and systems that autonomously adjust their goals. In this paper, the concept is explained and the options and rationale for the selection of the appropriate level of automation are discussed. Also, an overview of the current development activities is presented.
{"title":"Exploring network enabled concepts for U(C)AV payload driven navigation","authors":"E. Theunissen, J. Tadema, A. Goossens","doi":"10.1109/DASC.2009.5347463","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347463","url":null,"abstract":"Mission effectiveness requires a bandwidth of the Observe-Orient-Decide-Act (OODA) loop that is large enough to cope with the dynamics of the particular target environment. If not already, the current ‘human’ interface between the navigation, sensor and weapons functions is likely to become the bottleneck that limits the bandwidth of the OODA loop. Some scenarios foresee a future where this bottleneck is eliminated by removing the human operator from the OODA loop using UAVs that autonomously adjust their goals and plans based on the sensed state of the environment. The OODA loop comprises several nested loops, each with increasing bandwidth. Rather than removing the human operator from the OODA loop altogether, the concept explored in this paper aims to move the human operator to a lower bandwidth loop. The operator is supported by a system that dynamically performs a translation of target-payload parameters to a navigation/guidance plan with a level of execution authority that is determined by the dynamics of the environment. As such it represents an evolutionary approach from current systems that are automated up to the plan execution level and systems that autonomously adjust their goals. In this paper, the concept is explained and the options and rationale for the selection of the appropriate level of automation are discussed. Also, an overview of the current development activities is presented.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128173406","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347578
C. Heller, R. Reichel
The aeronautic industry and its suppliers show increasing interest in utilizing the automotive FlexRay protocol for their applications, more than ever since an opening of the standard for all industries and field of applications becomes apparent. With its combination of deterministic and flexible c o m m u n ication and data rates up to 10 Mbit/s on a single twisted wire pair, FlexRay is a promising candidate for future system developments and the modernization of CAN based systems. Currently, the performance of the protocol is rather unknown i n a n aeronautic environment, in particular with respect to its physical layer. This paper analyzes the signal decoding process of FlexRay and derives dedicated signal integrity criteria for the protocol. An efficient method based on the transmission and evaluation of worst-case bit patterns is developed for the assessment of signal integrity on demanding topologies with significant attenuation and resulting inter-symbol interferences. RS485 is discussed as a possible alternative physical layer for the FlexRay protocol to improve the communication performance. Finally, a use-case topology with a harness length of 90 m is presented to evaluate the achievable performance when utilizing the FlexRay protocol. Signal integrity is demonstrated and validated on the topology at a data rate of 10 Mbit/s to prove the suitability of FlexRay for aeronautic applications.
自从FlexRay标准在所有行业和应用领域开放以来，航空工业及其供应商对在其应用中使用汽车FlexRay协议表现出越来越大的兴趣。FlexRay结合了确定性和灵活的c / m / m通信以及单双绞线上高达10mbit /s的数据速率，是未来系统开发和基于CAN的系统现代化的有希望的候选产品。目前，该协议在航空环境中的性能是相当未知的，特别是在其物理层方面。本文分析了FlexRay的信号解码过程，推导了FlexRay协议专用的信号完整性准则。提出了一种基于最坏情况位模式传输和评估的有效方法，用于在具有显著衰减和符号间干扰的苛刻拓扑结构中评估信号完整性。RS485作为FlexRay协议的可能替代物理层进行了讨论，以提高通信性能。最后，给出了线束长度为90 m的用例拓扑，以评估使用FlexRay协议时可实现的性能。以10 Mbit/s的数据速率在拓扑结构上演示和验证了信号完整性，以证明FlexRay适用于航空应用。
{"title":"Enabling FlexRay for avionic data buses","authors":"C. Heller, R. Reichel","doi":"10.1109/DASC.2009.5347578","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347578","url":null,"abstract":"The aeronautic industry and its suppliers show increasing interest in utilizing the automotive FlexRay protocol for their applications, more than ever since an opening of the standard for all industries and field of applications becomes apparent. With its combination of deterministic and flexible c o m m u n ication and data rates up to 10 Mbit/s on a single twisted wire pair, FlexRay is a promising candidate for future system developments and the modernization of CAN based systems. Currently, the performance of the protocol is rather unknown i n a n aeronautic environment, in particular with respect to its physical layer. This paper analyzes the signal decoding process of FlexRay and derives dedicated signal integrity criteria for the protocol. An efficient method based on the transmission and evaluation of worst-case bit patterns is developed for the assessment of signal integrity on demanding topologies with significant attenuation and resulting inter-symbol interferences. RS485 is discussed as a possible alternative physical layer for the FlexRay protocol to improve the communication performance. Finally, a use-case topology with a harness length of 90 m is presented to evaluate the achievable performance when utilizing the FlexRay protocol. Signal integrity is demonstrated and validated on the topology at a data rate of 10 Mbit/s to prove the suitability of FlexRay for aeronautic applications.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"183 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127037987","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347422
Chao Zhang, Han Han
In the practical application, the Air-Ground (A/G) aeronautical communications are deployed in three dimensions (3D), which makes the different capacity evaluation from the terrestrial communications, e. g. 3G and 4G. Especially, different access schemes will result in different system capacities. In this paper, the system capacities for A/G communications with the access scheme of FDMA, TDMA, CDMA and OFDMA are analyzed and evaluated. Moreover, due to the 3D property of A/G communications, the fractional frequency reuse is employed to increase the capacity. The analytical result predicts the broadband A/G communications with CDMA and OFDM transmissions.
{"title":"Capacity evaluation with different access schemes for aeronautical communications","authors":"Chao Zhang, Han Han","doi":"10.1109/DASC.2009.5347422","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347422","url":null,"abstract":"In the practical application, the Air-Ground (A/G) aeronautical communications are deployed in three dimensions (3D), which makes the different capacity evaluation from the terrestrial communications, e. g. 3G and 4G. Especially, different access schemes will result in different system capacities. In this paper, the system capacities for A/G communications with the access scheme of FDMA, TDMA, CDMA and OFDMA are analyzed and evaluated. Moreover, due to the 3D property of A/G communications, the fractional frequency reuse is employed to increase the capacity. The analytical result predicts the broadband A/G communications with CDMA and OFDM transmissions.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"57 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130055087","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347457
S. Verma, S. Lozito, T. Kozon, G. Hardy, H. Resnick, H. Resnick
This study used a high-fidelity flight simulator to explore approach operations for three closely-spaced parallel runways using autopilot and manually flown breakout procedures. An initial study investigated the concept under manual control mode only. The concept aimed to achieve visual meteorological conditions capacities under instrument meteorological conditions when landing aircraft on runways as close as 750 ft apart. This investigation studied procedures related to autopilot breakout maneuvers for triple parallel aircraft flying in an echelon formation and compared them to the manual procedures investigated earlier. All of the data collection runs had an off-nominal situation, which was either caused by the wake of the lead aircraft drifting too close to the center and trailing aircraft, or the lead aircraft deviating from its course and blundering towards the center and trailing aircraft. The location of the off-nominal situation (high/low altitude) and the position of the ownship (center or right runway) were also manipulated. Statistically significant results showed that autopilot breakout maneuvers were flown more accurately than manual breakout maneuvers. Some improved lateral separation was also observed between the paired aircraft while the autopilot was used, which could be attributed to the improved accuracies with which the breakout maneuver was flown using autopilot. On the subjective ratings, pilots experienced reduced workload, a similar level of situation awareness, and a reduced level of situational demands under the autopilot condition. Objective and subjective data from the current study extends the results from the previous research [1], with some evidence to suggest further improvement in these factors when autopilot breakout procedures are used.
{"title":"Comparison of manual and autopilot breakout maneuvers with three closely spaced parallel runway approaches","authors":"S. Verma, S. Lozito, T. Kozon, G. Hardy, H. Resnick, H. Resnick","doi":"10.1109/DASC.2009.5347457","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347457","url":null,"abstract":"This study used a high-fidelity flight simulator to explore approach operations for three closely-spaced parallel runways using autopilot and manually flown breakout procedures. An initial study investigated the concept under manual control mode only. The concept aimed to achieve visual meteorological conditions capacities under instrument meteorological conditions when landing aircraft on runways as close as 750 ft apart. This investigation studied procedures related to autopilot breakout maneuvers for triple parallel aircraft flying in an echelon formation and compared them to the manual procedures investigated earlier. All of the data collection runs had an off-nominal situation, which was either caused by the wake of the lead aircraft drifting too close to the center and trailing aircraft, or the lead aircraft deviating from its course and blundering towards the center and trailing aircraft. The location of the off-nominal situation (high/low altitude) and the position of the ownship (center or right runway) were also manipulated. Statistically significant results showed that autopilot breakout maneuvers were flown more accurately than manual breakout maneuvers. Some improved lateral separation was also observed between the paired aircraft while the autopilot was used, which could be attributed to the improved accuracies with which the breakout maneuver was flown using autopilot. On the subjective ratings, pilots experienced reduced workload, a similar level of situation awareness, and a reduced level of situational demands under the autopilot condition. Objective and subjective data from the current study extends the results from the previous research [1], with some evidence to suggest further improvement in these factors when autopilot breakout procedures are used.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128953136","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347462
J. Tadema, E. Theunissen
Conflict probing consists of predicting the future separation between ownship and hazards for a set of ownship velocity vectors, up to a predefined prediction horizon. Using predefined alert thresholds, the probing data indicates which ownship velocity vectors will lead to a future conflict and what the corresponding time to conflict is. This information can be used for automated conflict avoidance and for providing awareness and decision support in case operator involvement is desired. As probing is performed in real-time, the conflict space is continuously updated while the situation develops. E.g., unforeseen maneuvers of intruder aircraft will be reflected by corresponding changes of the conflict space. Probing data allows for the depiction of the predicted future separation on a display. Hence, it provides awareness without the need for the hazard itself to be displayed. Furthermore, conflict probing can provide a common framework for the computation of coordinated conflict avoidance maneuvers that include integration of multiple types of hazards and constraints such as vehicle performance and right-of-way rules. The concept is scalable in terms of probe dimensions, prediction algorithms, look-ahead time, alerting thresholds, types of hazards and level of operator involvement. Simulations can provide measures for determining minimal input data accuracy requirements, maximum look-ahead times and maneuver strategies that are least susceptible to uncertainties. The scalability enables a range of possible implementations, specifically matched to the concept of operation, the available data, interfaces and displays, allowing gradual implementation.
{"title":"An integrated conflict avoidance concept for aviation","authors":"J. Tadema, E. Theunissen","doi":"10.1109/DASC.2009.5347462","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347462","url":null,"abstract":"Conflict probing consists of predicting the future separation between ownship and hazards for a set of ownship velocity vectors, up to a predefined prediction horizon. Using predefined alert thresholds, the probing data indicates which ownship velocity vectors will lead to a future conflict and what the corresponding time to conflict is. This information can be used for automated conflict avoidance and for providing awareness and decision support in case operator involvement is desired. As probing is performed in real-time, the conflict space is continuously updated while the situation develops. E.g., unforeseen maneuvers of intruder aircraft will be reflected by corresponding changes of the conflict space. Probing data allows for the depiction of the predicted future separation on a display. Hence, it provides awareness without the need for the hazard itself to be displayed. Furthermore, conflict probing can provide a common framework for the computation of coordinated conflict avoidance maneuvers that include integration of multiple types of hazards and constraints such as vehicle performance and right-of-way rules. The concept is scalable in terms of probe dimensions, prediction algorithms, look-ahead time, alerting thresholds, types of hazards and level of operator involvement. Simulations can provide measures for determining minimal input data accuracy requirements, maximum look-ahead times and maneuver strategies that are least susceptible to uncertainties. The scalability enables a range of possible implementations, specifically matched to the concept of operation, the available data, interfaces and displays, allowing gradual implementation.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126936237","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347458
John M. Wilson, M. Peters
Aircraft loss-of-control accidents account for about 38% of the fatal accidents in U.S. General Aviation operations each year. Loss-of-control accidents include VFR-into-IMC with subsequent disorientation and loss of aircraft control, low-speed stall-spin accidents in the airport traffic pattern, and high-speed accelerated stall accidents during low-level maneuvering. The majority of these accidents could be prevented by full-time flight envelope protection having functionality similar to that available in fly-by-wire systems on newer military and civil transport aircraft. However, fly-by-wire systems would likely be prohibitively expensive to implement in most GA aircraft; and would be impractical for retrofit applications. Under FAA sponsorship, we are developing a new approach to GA Envelope Protection that preserves the existing cable control system, while providing full-time pilot-in-the-loop stability augmentation and flight-envelope protection. This approach, called Force Gradient Control, is made possible by leveraging a new concept in the design of autopilot servos. Under this development effort, we are working to validate feedback control algorithms using a high-fidelity ground-based simulator, in preparation for flight demonstrations using a representative light aircraft. This approach to preventing loss-of-control accidents should be economically viable for both retrofit and forward-fit applications within the General Aviation light-aircraft fleet.
{"title":"Automatic flight envelope protection for light general aviation aircraft","authors":"John M. Wilson, M. Peters","doi":"10.1109/DASC.2009.5347458","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347458","url":null,"abstract":"Aircraft loss-of-control accidents account for about 38% of the fatal accidents in U.S. General Aviation operations each year. Loss-of-control accidents include VFR-into-IMC with subsequent disorientation and loss of aircraft control, low-speed stall-spin accidents in the airport traffic pattern, and high-speed accelerated stall accidents during low-level maneuvering. The majority of these accidents could be prevented by full-time flight envelope protection having functionality similar to that available in fly-by-wire systems on newer military and civil transport aircraft. However, fly-by-wire systems would likely be prohibitively expensive to implement in most GA aircraft; and would be impractical for retrofit applications. Under FAA sponsorship, we are developing a new approach to GA Envelope Protection that preserves the existing cable control system, while providing full-time pilot-in-the-loop stability augmentation and flight-envelope protection. This approach, called Force Gradient Control, is made possible by leveraging a new concept in the design of autopilot servos. Under this development effort, we are working to validate feedback control algorithms using a high-fidelity ground-based simulator, in preparation for flight demonstrations using a representative light aircraft. This approach to preventing loss-of-control accidents should be economically viable for both retrofit and forward-fit applications within the General Aviation light-aircraft fleet.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116604328","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347433
David Garrido-López, Luis D'Alto, R. G. Ledesma
This paper proposes an innovative guidance for descending aircraft, the so-called CDA-MP 4D Guidance, where CDA-MP stands for Continuous Descent Approaches for Maximum Predictability. The vertical guidance consists of a novel combination of elevator and throttle actuations that enable accurate continuous 4D navigation while minimizing fuel consumption, throttle activity, gas emissions, and noise production during descent. The method uses elevator actuations to control groundspeed and efficiently match a prescribed groundspeed law. By conservation of energy, uncertainties such as wind translate into potential energy (vertical) errors if the along-track position of the aircraft is to match the guidance reference at all times. Along-track predictability makes spacing between aircraft or estimated arrival times to metering fixes more predictable, and due to its continuous nature provides an enhanced level of integrity for the entire system. All these factors represent enormous advantages for the future Air Transportation System. Previous vertical guidance developments have included ground speed control by elevator actuation, but this method includes an additional logic for throttle activity to control the mechanical energy of the aircraft, which is the actual contribution of this method. The engine is actuated with a given law that uses near-idle thrust values in order to confine vertical deviations within predefined thresholds from the guidance reference with minimal engine interventions. Simulated descents for Boeing aircraft under the proposed guidance are presented, and the potential strengths and benefits of this guidance with respect to existing methods are discussed.
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