Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347567
T. Baumgartner, Urban Maeder
In this paper, a novel algorithm for estimation, filtering and prediction of glider and light aircraft trajectories based on GPS measurements is introduced. The algorithm uses Interacting Multiple Model (IMM) filters to detect specific maneuvers such as turning, circling or straight flight. An integrated wind model allows for quick estimation of local wind fields and helps achieving consistent prediction quality in windy conditions. The algorithm is shown to perform well compared to algorithms currently used in the FLARM® collision avoidance system, particularly in windy conditions.
{"title":"Trajectory prediction for low-cost collision avoidance systems","authors":"T. Baumgartner, Urban Maeder","doi":"10.1109/DASC.2009.5347567","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347567","url":null,"abstract":"In this paper, a novel algorithm for estimation, filtering and prediction of glider and light aircraft trajectories based on GPS measurements is introduced. The algorithm uses Interacting Multiple Model (IMM) filters to detect specific maneuvers such as turning, circling or straight flight. An integrated wind model allows for quick estimation of local wind fields and helps achieving consistent prediction quality in windy conditions. The algorithm is shown to perform well compared to algorithms currently used in the FLARM® collision avoidance system, particularly in windy conditions.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"18 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":"130715374","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.2009.5347520
S. Stalnaker, J. DeArmon, Raphael D. Katkin
Severe en route weather is one of the major challenges for both Federal Aviation Administration (FAA) airspace managers and for airline and other airspace users. Uncertainty associated with changing weather patterns and severity, coupled with uncertainty in how airlines and other aircraft operators will react to the changing weather creates a significant challenge for traffic managers (TMs). TMs must decide, with limited information, how best to handle likely imbalances between available airspace capacity that will change over time due to dynamic weather conditions and air traffic demand for that airspace which also is changing over time as different aircraft operators seek to best meet their respective business needs. A planned enhancement to the traffic management automation system, the Collaborative Airspace Congestion Resolution (CACR) capability allows TMs to effectively and efficiently manage airspace congestion in a tactical time frame (0–2 hours). CACR has four key components: it predicts sector demand and its associated uncertainty; it predicts sector capacity including the impact of weather; it identifies the problem; and, it generates congestion resolution plans. The purpose of the analysis was to determine the benefits of using the CACR capability. The benefits analysis was performed by assessing the reduced flight and ground delays achieved by using the capability in a severe weather situation which also occurred in the tactical timeframe. The approach for estimating the benefits of CACR was to rerun two historical bad-weather days in the NAS, and to create a situation in which the analysts played the role of TM to solve the problem of excess air traffic demand in light of weather-impacted sector capacities. Two simulated runs were performed for each day, with one simulating today's operations using playbooks for rerouting and the other one simulating the future by utilizing the CACR capability. The benefits were determined by calculating the difference of the ground delay and flight time for each simulated run.
{"title":"Collaborative airspace congestion resolution (CACR) benefits analysis","authors":"S. Stalnaker, J. DeArmon, Raphael D. Katkin","doi":"10.1109/DASC.2009.5347520","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347520","url":null,"abstract":"Severe en route weather is one of the major challenges for both Federal Aviation Administration (FAA) airspace managers and for airline and other airspace users. Uncertainty associated with changing weather patterns and severity, coupled with uncertainty in how airlines and other aircraft operators will react to the changing weather creates a significant challenge for traffic managers (TMs). TMs must decide, with limited information, how best to handle likely imbalances between available airspace capacity that will change over time due to dynamic weather conditions and air traffic demand for that airspace which also is changing over time as different aircraft operators seek to best meet their respective business needs. A planned enhancement to the traffic management automation system, the Collaborative Airspace Congestion Resolution (CACR) capability allows TMs to effectively and efficiently manage airspace congestion in a tactical time frame (0–2 hours). CACR has four key components: it predicts sector demand and its associated uncertainty; it predicts sector capacity including the impact of weather; it identifies the problem; and, it generates congestion resolution plans. The purpose of the analysis was to determine the benefits of using the CACR capability. The benefits analysis was performed by assessing the reduced flight and ground delays achieved by using the capability in a severe weather situation which also occurred in the tactical timeframe. The approach for estimating the benefits of CACR was to rerun two historical bad-weather days in the NAS, and to create a situation in which the analysts played the role of TM to solve the problem of excess air traffic demand in light of weather-impacted sector capacities. Two simulated runs were performed for each day, with one simulating today's operations using playbooks for rerouting and the other one simulating the future by utilizing the CACR capability. The benefits were determined by calculating the difference of the ground delay and flight time for each simulated run.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"1 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":"130805132","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.2009.5347427
Zheng Lei, Zhang Jun, Zhu Yanbo
With the increase of the fight flow on airport, the category of aircraft has a great influence on the effect of aircraft arrival and departure sequencing. The classification method based on trial whorl is a popular one, which divides all aircrafts into four types (Heavy, Large, Medium, Small). In this paper, a new classification method is presented, in which all aircrafts are classified with considering not only trial whorl but also some economical factors such as the arrival and departure time, flight mission, flight object, and flight priority. The fast and efficient affinity propagation clustering algorithm is applied to aircraft classification, which regards all the aircraft as the exemplars, and thus reduces the computing time for aircraft classification without iterative circulation. Finally, our new aircraft classification is applied to departure sequencing simulation, the results of which demonstrate our method is more rational, and economic benefit can be distinctly improved compared to the trial whorl method.
{"title":"Affinity propagation clustering classification method for aircraft in arrival and departure sequencing","authors":"Zheng Lei, Zhang Jun, Zhu Yanbo","doi":"10.1109/DASC.2009.5347427","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347427","url":null,"abstract":"With the increase of the fight flow on airport, the category of aircraft has a great influence on the effect of aircraft arrival and departure sequencing. The classification method based on trial whorl is a popular one, which divides all aircrafts into four types (Heavy, Large, Medium, Small). In this paper, a new classification method is presented, in which all aircrafts are classified with considering not only trial whorl but also some economical factors such as the arrival and departure time, flight mission, flight object, and flight priority. The fast and efficient affinity propagation clustering algorithm is applied to aircraft classification, which regards all the aircraft as the exemplars, and thus reduces the computing time for aircraft classification without iterative circulation. Finally, our new aircraft classification is applied to departure sequencing simulation, the results of which demonstrate our method is more rational, and economic benefit can be distinctly improved compared to the trial whorl method.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"8 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":"132817558","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.2009.5347441
C. D. da Silva, D. Loubach, A. M. da Cunha
One of the most important activities regarding computer systems project development is planning. A computer system can be understood as a set of documentations, source-codes, software, not necessarily specific hardware, inputs, outputs, and data processing. To develop computer systems, at least two main features must be considered. The first one is verifying whether these systems need to use any specific hardware, in order to be considered not just a general-purpose hardware of a conventional computer. The second feature is that these systems must often work in a time fashion mainly characterized as real-time systems. In this case, it is required to respond to events on time. However, the time order of occurrence of such events is not always predictable. If a computer system needs to run more than one task on a hardware processor responding to time criteria, it may require the use of a Real-Time Operating Systems (RTOS). Conversely, if a computer system has some software embedded in hardware to solve a specific real-time problem, then it may be classified as a real-time embedded system. Those examples are just some factors influencing the development of real-time embedded system, impacting on budget, time, and human resources estimation. Therefore, it is necessary to use a model to estimate real-time embedded systems, in order to optimize existing estimation practices and to provide its implementation in organizations not using such practices yet. Such a model was not found in the literature by the authors of this academic work. For this reason, an estimation model was developed, described, detailed, and presented on this paper. The designed model involves rules for requirements elicitation and classification of both requirements and hardware factors developed in this work. Its main focus is to apply an estimation model in a case study named Pigeon Project. The purpose is to provide more accurate estimates for the development of realtime embedded systems, by improving cost and time of its delivery. This work also intends to report some estimation results to support project managers in their decision making processes throughout a project development life cycle.
{"title":"An estimation model to measure computer systems development based on hardware and software","authors":"C. D. da Silva, D. Loubach, A. M. da Cunha","doi":"10.1109/DASC.2009.5347441","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347441","url":null,"abstract":"One of the most important activities regarding computer systems project development is planning. A computer system can be understood as a set of documentations, source-codes, software, not necessarily specific hardware, inputs, outputs, and data processing. To develop computer systems, at least two main features must be considered. The first one is verifying whether these systems need to use any specific hardware, in order to be considered not just a general-purpose hardware of a conventional computer. The second feature is that these systems must often work in a time fashion mainly characterized as real-time systems. In this case, it is required to respond to events on time. However, the time order of occurrence of such events is not always predictable. If a computer system needs to run more than one task on a hardware processor responding to time criteria, it may require the use of a Real-Time Operating Systems (RTOS). Conversely, if a computer system has some software embedded in hardware to solve a specific real-time problem, then it may be classified as a real-time embedded system. Those examples are just some factors influencing the development of real-time embedded system, impacting on budget, time, and human resources estimation. Therefore, it is necessary to use a model to estimate real-time embedded systems, in order to optimize existing estimation practices and to provide its implementation in organizations not using such practices yet. Such a model was not found in the literature by the authors of this academic work. For this reason, an estimation model was developed, described, detailed, and presented on this paper. The designed model involves rules for requirements elicitation and classification of both requirements and hardware factors developed in this work. Its main focus is to apply an estimation model in a case study named Pigeon Project. The purpose is to provide more accurate estimates for the development of realtime embedded systems, by improving cost and time of its delivery. This work also intends to report some estimation results to support project managers in their decision making processes throughout a project development life cycle.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"155 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":"116490559","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.2009.5347478
L. Kramer, Steven P. Williams, Susan J. Wilz, J. Arthur, R. Bailey
Twenty-four air transport-rated pilots participated as subjects in a fixed-based simulation experiment to evaluate the use of Synthetic/Enhanced Vision (S/EV) and eXternal Vision System (XVS) technologies as enabling technologies for future all-weather operations. Three head-up flight display concepts were evaluated - a monochromatic, collimated Head-up Display (HUD) and a color, non-collimated XVS display with a field-of-view (FOV) equal to and also, one significantly larger than the collimated HUD. Approach, landing, departure, and surface operations were conducted. Additionally, the apparent angle-of-attack (AOA) was varied (high/low) to investigate the vertical field-of-view display requirements and peripheral, side window visibility was experimentally varied. The data showed that lateral approach tracking performance and lateral landing position were excellent regardless of the display type and AOA condition being evaluated or whether or not there were peripheral cues in the side windows. Longitudinal touchdown and glideslope tracking were affected by the display concepts. Larger FOV display concepts showed improved longitudinal touchdown control, superior glideslope tracking, significant situation awareness improvements and workload reductions compared to smaller FOV display concepts.
{"title":"Evaluation of equivalent vision technologies for supersonic aircraft operations","authors":"L. Kramer, Steven P. Williams, Susan J. Wilz, J. Arthur, R. Bailey","doi":"10.1109/DASC.2009.5347478","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347478","url":null,"abstract":"Twenty-four air transport-rated pilots participated as subjects in a fixed-based simulation experiment to evaluate the use of Synthetic/Enhanced Vision (S/EV) and eXternal Vision System (XVS) technologies as enabling technologies for future all-weather operations. Three head-up flight display concepts were evaluated - a monochromatic, collimated Head-up Display (HUD) and a color, non-collimated XVS display with a field-of-view (FOV) equal to and also, one significantly larger than the collimated HUD. Approach, landing, departure, and surface operations were conducted. Additionally, the apparent angle-of-attack (AOA) was varied (high/low) to investigate the vertical field-of-view display requirements and peripheral, side window visibility was experimentally varied. The data showed that lateral approach tracking performance and lateral landing position were excellent regardless of the display type and AOA condition being evaluated or whether or not there were peripheral cues in the side windows. Longitudinal touchdown and glideslope tracking were affected by the display concepts. Larger FOV display concepts showed improved longitudinal touchdown control, superior glideslope tracking, significant situation awareness improvements and workload reductions compared to smaller FOV display concepts.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"26 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":"131929419","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.2009.5347564
W. Kirkman, J. Pyburn, R. Swensson
The benefits of Next Generation Air Transportation System (NextGen) depend heavily on avionics, but building business cases for operators to expend funds for avionics retro-fit equipage is often very challenging; operators tend to require short times for return on investment and low risk. When the benefits of equipping involve Air Traffic Management (ATM), they are dependent on successful transition of one or many of automation, infrastructure, routes and procedure design, and the equipage of other aircraft — each the responsibility of stakeholders other than the equipping operator. To be successful, ongoing and future transitions involving avionics must be planned based on the way operator Value depends on breadth of aircraft Equipage. This must consider existing equipage and benefits independent of ATM changes, the nature of mixed equipage operations and benefits, and the allocation of benefits during transition. The economic relationships between Value and the Equipage are a strong determinant for what strategies for motivating equipage will be effective. For NextGen ATM-related avionics, risk avoidance, collaborative risk reduction, and performance-based operational incentives (operationally justified procedures implementing Best-Equipped Best-Served) will be essential to these transitions.
{"title":"Accomplishing equipage for NextGen","authors":"W. Kirkman, J. Pyburn, R. Swensson","doi":"10.1109/DASC.2009.5347564","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347564","url":null,"abstract":"The benefits of Next Generation Air Transportation System (NextGen) depend heavily on avionics, but building business cases for operators to expend funds for avionics retro-fit equipage is often very challenging; operators tend to require short times for return on investment and low risk. When the benefits of equipping involve Air Traffic Management (ATM), they are dependent on successful transition of one or many of automation, infrastructure, routes and procedure design, and the equipage of other aircraft — each the responsibility of stakeholders other than the equipping operator. To be successful, ongoing and future transitions involving avionics must be planned based on the way operator Value depends on breadth of aircraft Equipage. This must consider existing equipage and benefits independent of ATM changes, the nature of mixed equipage operations and benefits, and the allocation of benefits during transition. The economic relationships between Value and the Equipage are a strong determinant for what strategies for motivating equipage will be effective. For NextGen ATM-related avionics, risk avoidance, collaborative risk reduction, and performance-based operational incentives (operationally justified procedures implementing Best-Equipped Best-Served) will be essential to these transitions.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"40 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":"134046958","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.2009.5347569
K. Klein, Hilary Eckberg, Robert H. Dean
High fidelity Flight Management System (FMS) simulators are available as add-ons for Microsoft Flight Simulator. These FMS add-ons cost no more than $100 and are used by virtual pilots on personal computers to enhance the realism of their aviation experience. Are these low-cost simulators sufficiently capable to support NextGen aviation research? This paper assesses the fidelity of these low-cost desktop simulators by comparing simulated flight tracks, from several varieties of simulated FMS, to operational flight tracks from commercial airlines using real FMSs, and flight tracks produced by a GE Aviation FMS test bench. Some uncertainty exists in the results of ground speed analysis; however the lateral and vertical flight profiles produced by the FMS simulators correlate well with the test bench output and operational data.
{"title":"An analysis of low-cost simulated flight management systems for aviation research","authors":"K. Klein, Hilary Eckberg, Robert H. Dean","doi":"10.1109/DASC.2009.5347569","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347569","url":null,"abstract":"High fidelity Flight Management System (FMS) simulators are available as add-ons for Microsoft Flight Simulator. These FMS add-ons cost no more than $100 and are used by virtual pilots on personal computers to enhance the realism of their aviation experience. Are these low-cost simulators sufficiently capable to support NextGen aviation research? This paper assesses the fidelity of these low-cost desktop simulators by comparing simulated flight tracks, from several varieties of simulated FMS, to operational flight tracks from commercial airlines using real FMSs, and flight tracks produced by a GE Aviation FMS test bench. Some uncertainty exists in the results of ground speed analysis; however the lateral and vertical flight profiles produced by the FMS simulators correlate well with the test bench output and operational data.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"48 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":"133487434","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.2009.5347545
M. Jackson
Procedures for Continuous Descent Approach (CDA) and Optimized Profile Descents (OPD) are being fielded to allow aircraft to approach moderately dense terminal areas while flying efficient, near-idle descent trajectories that save fuel, and reduce emissions and noise. However, CDA operations can have a negative impact on the airspace throughput and controller workload. Air Traffic Management automation systems are being developed and fielded to assist controllers in handling more aircraft and larger airspace per controller. Many of these systems are time-based and built to predict the aircraft trajectories as accurately as possible. Three technologies that can assist ATM automation systems in enabling CDA operations in dense terminal areas while maintaining or increasing airspace throughput and safety: Controller Pilot Data-Link Communications (CPDLC), Automatic Dependent Surveillance Contract, Extended Projected Profile (ADS-C EPP), Required Time-of-Arrival control (RTA). Initial trials using RTA capability have shown some challenges in integrating RTA and non-RTA aircraft due to the structural shape of the speed profile strategy (how the speeds are chosen in different flight segments), and the automatic speed adjustments made by the RTA algorithm in response to observed trajectory error. Both of these issues can reduce the relative spacing between aircraft in trail. This paper presents an operational concept for how the RTA capability can enable the use of CDA procedures in high density traffic in a mixed equipage environment, either with or without the use of digital data link.
{"title":"CDA with RTA in a mixed environment","authors":"M. Jackson","doi":"10.1109/DASC.2009.5347545","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347545","url":null,"abstract":"Procedures for Continuous Descent Approach (CDA) and Optimized Profile Descents (OPD) are being fielded to allow aircraft to approach moderately dense terminal areas while flying efficient, near-idle descent trajectories that save fuel, and reduce emissions and noise. However, CDA operations can have a negative impact on the airspace throughput and controller workload. Air Traffic Management automation systems are being developed and fielded to assist controllers in handling more aircraft and larger airspace per controller. Many of these systems are time-based and built to predict the aircraft trajectories as accurately as possible. Three technologies that can assist ATM automation systems in enabling CDA operations in dense terminal areas while maintaining or increasing airspace throughput and safety: Controller Pilot Data-Link Communications (CPDLC), Automatic Dependent Surveillance Contract, Extended Projected Profile (ADS-C EPP), Required Time-of-Arrival control (RTA). Initial trials using RTA capability have shown some challenges in integrating RTA and non-RTA aircraft due to the structural shape of the speed profile strategy (how the speeds are chosen in different flight segments), and the automatic speed adjustments made by the RTA algorithm in response to observed trajectory error. Both of these issues can reduce the relative spacing between aircraft in trail. This paper presents an operational concept for how the RTA capability can enable the use of CDA procedures in high density traffic in a mixed equipage environment, either with or without the use of digital data link.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"33 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":"133511138","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.2009.5347493
B. Haindl, C. Rihacek, M. Sajatovic
New ATM concepts developed in the course of Single European Sky ATM Research (SESAR) Program in Europe and Next Generation Air Transportation System (NextGen) in the USA rely upon powerful mobile aeronautical communications, and at the same time they require reliable and robust solutions for navigation and surveillance. Recent efforts focus on establishing communications services within the navigation bands, in particular in the lower part of the aeronautical L-band (960–1164 MHz). New technologies operating in the same frequency range could use synergies that could not be exploited with “separated” technologies used so far. Following the recommendations of the Future Communications Study, two options for a new L-band Digital Aeronautical Communication System (L-DACS) have been specified: L-DACS1 based on Orthogonal Frequency Division Multiplexing (OFDM) and L-DACS2 based on Time Division Multiple Access (TDMA). Both systems aim at providing high-performance, high-capacity aeronautical communications being deployed in the lower part of the aeronautical L-band (960–1164 MHz). The initial specification of L-DACS1 Air-Ground (A/G) data link [1] is based on the Broadband Aeronautical Multi-carrier Communications (B-AMC) technology that has been complemented by some desirable features of other broadband technologies, primarily TIA-902 (P34) and IEEE 802.16e (WiMAX). Any new communication system in the L-band has to co-exist with the existing L-band navigation and surveillance systems. Moreover, the performance of such a new system is limited by the interference received from existing systems. This paper discusses the motivation and the basic principles of integrating navigation (NAV) and surveillance (SUR) functions within the L-DACS1 communications (COM) system. The detailed concepts for these L-DACS1 functional enhancements are currently being developed in the course of an Austrian research project, called CoLB -Consolidated L-DACS1 based on B-AMC. The proposed concept aims at optionally providing configurable navigation and surveillance services to airspace users along with mandatory communications services. Additional services would be provided in a non-mandatory way, without introducing potentially dangerous coupling of CNS modes within the communications system itself.
{"title":"Integrated navigation and surveillance capability within L-DACS1","authors":"B. Haindl, C. Rihacek, M. Sajatovic","doi":"10.1109/DASC.2009.5347493","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347493","url":null,"abstract":"New ATM concepts developed in the course of Single European Sky ATM Research (SESAR) Program in Europe and Next Generation Air Transportation System (NextGen) in the USA rely upon powerful mobile aeronautical communications, and at the same time they require reliable and robust solutions for navigation and surveillance. Recent efforts focus on establishing communications services within the navigation bands, in particular in the lower part of the aeronautical L-band (960–1164 MHz). New technologies operating in the same frequency range could use synergies that could not be exploited with “separated” technologies used so far. Following the recommendations of the Future Communications Study, two options for a new L-band Digital Aeronautical Communication System (L-DACS) have been specified: L-DACS1 based on Orthogonal Frequency Division Multiplexing (OFDM) and L-DACS2 based on Time Division Multiple Access (TDMA). Both systems aim at providing high-performance, high-capacity aeronautical communications being deployed in the lower part of the aeronautical L-band (960–1164 MHz). The initial specification of L-DACS1 Air-Ground (A/G) data link [1] is based on the Broadband Aeronautical Multi-carrier Communications (B-AMC) technology that has been complemented by some desirable features of other broadband technologies, primarily TIA-902 (P34) and IEEE 802.16e (WiMAX). Any new communication system in the L-band has to co-exist with the existing L-band navigation and surveillance systems. Moreover, the performance of such a new system is limited by the interference received from existing systems. This paper discusses the motivation and the basic principles of integrating navigation (NAV) and surveillance (SUR) functions within the L-DACS1 communications (COM) system. The detailed concepts for these L-DACS1 functional enhancements are currently being developed in the course of an Austrian research project, called CoLB -Consolidated L-DACS1 based on B-AMC. The proposed concept aims at optionally providing configurable navigation and surveillance services to airspace users along with mandatory communications services. Additional services would be provided in a non-mandatory way, without introducing potentially dangerous coupling of CNS modes within the communications system itself.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"42 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":"133538118","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.2009.5347492
K. Shelton, L. Prinzel, D.R. Jones, A. Allamandola, J. Arthur, R. E. Bailey
By 2025, U.S. air traffic is predicted to increase three fold and may strain the current air traffic management system, which may not be able to accommodate this growth. In response to this challenge, a revolutionary new concept has been proposed for U.S. aviation operations, termed the Next Generation Air Transportation System or ¿NextGen¿. Many key capabilities are being identified to enable NextGen, including the use of data-link communications. Because NextGen represents a radically different approach to air traffic management and requires a dramatic shift in the tasks, roles, and responsibilities for the flight deck, there are numerous research issues and challenges that must be overcome to ensure a safe, sustainable air transportation system. Flight deck display and crew-vehicle interaction concepts are being developed that proactively investigate and overcome potential technology and safety barriers that might otherwise constrain the full realization of NextGen. The paper describes simulation research, conducted at National Aeronautics and Space Administration (NASA) Langley Research Center, examining datalink communications and traffic intent data during envisioned four-dimensional trajectory (4DT)-based and equivalent visual (EV) surface operations. Overall, the results suggest that controller pilot datalink communications (CPDLC) with the use of mandatory pilot read-back of all clearances significantly enhanced situation awareness for 4DT and EV surface operations. The depiction of graphical traffic state and intent information on the surface map display further enhanced off-nominal detection and pilot qualitative reports of safety and awareness.
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