Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1391346
P. Hoogeboom, M. Joosse, H. Hodgetts, S. Straussberger, D. Schaefer
The introduction of a digital data link between air traffic control and the aircraft cockpit is likely to have an effect of crew situation awareness through the absence of 'party line' information. On the other hand, eliminating the pilots' exposure to background speech may have a positive effect on their workload since speech, by its very nature, has the potential of significantly disrupting other tasks. Whilst the first effect is comparatively well documented in the literature, potential positive effects of the absence of party line information have to date not been studied. This paper reports on an experiment, carried out in a fixed-base flight simulator in order to investigate the effects of the absence of background radiotelephony (R/T) on pilot workload. The experiment involved 24 approaches at a major European airport, which were carried out by four flight crews with and without background party line communication. To be able to assess the impact of the background speech for high levels of workload, all non-precision approaches were flown manually. The analysis was carried out along a number of axes: a variety of psycho-physiological indicators of pilot workload were measured and analyzed, such as heart rate and heart rate variability, eye blink rate, blood oxygen saturation, electro-dermal activity, and electro encephalography (EEG). Performance criteria included checklist completion times, missed ATC calls, and deviations from the approach path. Subjective workload ratings and pilot debriefings provided an additional source of information. The analysis was carried out for the different flight phases encountered during the extended approach, and the respective pilot roles (pilot flying, pilot non-flying). Results suggest that the absence of background speech does in fact have the potential to reduce pilot workload. This effect was observed from performance data and subjective data, and was stronger for the pilot non-flying than for the pilot flying.
{"title":"Does the 'silent cockpit' reduce pilot workload?","authors":"P. Hoogeboom, M. Joosse, H. Hodgetts, S. Straussberger, D. Schaefer","doi":"10.1109/DASC.2004.1391346","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391346","url":null,"abstract":"The introduction of a digital data link between air traffic control and the aircraft cockpit is likely to have an effect of crew situation awareness through the absence of 'party line' information. On the other hand, eliminating the pilots' exposure to background speech may have a positive effect on their workload since speech, by its very nature, has the potential of significantly disrupting other tasks. Whilst the first effect is comparatively well documented in the literature, potential positive effects of the absence of party line information have to date not been studied. This paper reports on an experiment, carried out in a fixed-base flight simulator in order to investigate the effects of the absence of background radiotelephony (R/T) on pilot workload. The experiment involved 24 approaches at a major European airport, which were carried out by four flight crews with and without background party line communication. To be able to assess the impact of the background speech for high levels of workload, all non-precision approaches were flown manually. The analysis was carried out along a number of axes: a variety of psycho-physiological indicators of pilot workload were measured and analyzed, such as heart rate and heart rate variability, eye blink rate, blood oxygen saturation, electro-dermal activity, and electro encephalography (EEG). Performance criteria included checklist completion times, missed ATC calls, and deviations from the approach path. Subjective workload ratings and pilot debriefings provided an additional source of information. The analysis was carried out for the different flight phases encountered during the extended approach, and the respective pilot roles (pilot flying, pilot non-flying). Results suggest that the absence of background speech does in fact have the potential to reduce pilot workload. This effect was observed from performance data and subjective data, and was stronger for the pilot non-flying than for the pilot flying.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"47 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129021586","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391275
D. Gianazza, Nicolas Durand
This paper introduces two algorithms which allocate optimal separated 3D-trajectories to the main traffic flows. The first approach is a 1 vs. n strategy which applies an A* algorithm iteratively to each flow. The second is a global approach using a genetic algorithm, applied to a population of trajectory sets. The algorithms are first tried on a toy problem, and then applied to real traffic data, using operational aircraft performances. The cumulated costs of the trajectory deviations are used to compare the two algorithms.
本文介绍了两种为主要交通流分配最优分离三维轨迹的算法。第一种方法是1 vs. n策略，它将a *算法迭代地应用于每个流。第二种是使用遗传算法的全局方法，应用于轨迹集的总体。这些算法首先在一个玩具问题上进行了试验，然后利用作战飞机的性能将其应用于真实的交通数据。用轨迹偏差的累积代价对两种算法进行比较。
{"title":"Separating air traffic flows by allocating 3D-trajectories","authors":"D. Gianazza, Nicolas Durand","doi":"10.1109/DASC.2004.1391275","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391275","url":null,"abstract":"This paper introduces two algorithms which allocate optimal separated 3D-trajectories to the main traffic flows. The first approach is a 1 vs. n strategy which applies an A* algorithm iteratively to each flow. The second is a global approach using a genetic algorithm, applied to a population of trajectory sets. The algorithms are first tried on a toy problem, and then applied to real traffic data, using operational aircraft performances. The cumulated costs of the trajectory deviations are used to compare the two algorithms.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"38 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128813601","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390841
Youngchul Bae, Ju-Wan Kim
In this paper, we propose a method to avoid obstacles that have unstable limit cycles in a chaos trajectory surface. We assume all obstacles in the chaos trajectory surface have a Van der Pol equation with an unstable limit cycle. When a chaos UAVs meet an obstacle in an Arnold equation or Chua's equation trajectory, the obstacle reflects the UAV. We also show computer simulation results of Arnold equation and Chua's equation UAV chaos trajectories with one or more Van der Pol obstacles. We show that the Chua's equation is slightly more efficient in coverage rates when two UAVs are used, and the optimal number of UAVs in either the Arnold equation or the Chua's equation is also examined.
在本文中，我们提出了一种在混沌轨迹表面上避免具有不稳定极限环的障碍物的方法。我们假设混沌轨迹表面上的所有障碍物都具有一个具有不稳定极限环的Van der Pol方程。当混沌无人机在Arnold方程或Chua方程轨迹上遇到障碍物时，障碍物反映了无人机本身。我们还展示了具有一个或多个Van der Pol障碍的Arnold方程和Chua方程无人机混沌轨迹的计算机模拟结果。我们表明，当使用两架无人机时，蔡氏方程在覆盖率方面稍有效率，并且还检查了阿诺德方程或蔡氏方程中的最佳无人机数量。
{"title":"Obstacle avoidance methods in the chaotic UAV","authors":"Youngchul Bae, Ju-Wan Kim","doi":"10.1109/DASC.2004.1390841","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390841","url":null,"abstract":"In this paper, we propose a method to avoid obstacles that have unstable limit cycles in a chaos trajectory surface. We assume all obstacles in the chaos trajectory surface have a Van der Pol equation with an unstable limit cycle. When a chaos UAVs meet an obstacle in an Arnold equation or Chua's equation trajectory, the obstacle reflects the UAV. We also show computer simulation results of Arnold equation and Chua's equation UAV chaos trajectories with one or more Van der Pol obstacles. We show that the Chua's equation is slightly more efficient in coverage rates when two UAVs are used, and the optimal number of UAVs in either the Arnold equation or the Chua's equation is also examined.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114193860","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390790
H. Salzwedel
Aerospace systems are characterized by architectural complexity, dynamic interaction between subsystems, and complex functionality, understood only by teams from different disciplines. 20 years ago, the major challenge was the multidisciplinary design of avionics. Over the past 20 years, design methods and tools have been developed to cope with these challenges. Today, the complexity of networked electronics in aircraft and the interaction of hardware and software impose similar complexity and design challenges. According to Moore's law, closely followed by industry, the complexity of electronics increases by a factor of 100 every 10 years, requiring to increase abstraction in the design methodology, in order to cope with this increase of complexity. This paper shows the move towards performance and mission level design and its advantages over functional level design approaches.
{"title":"Mission level design of avionics","authors":"H. Salzwedel","doi":"10.1109/DASC.2004.1390790","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390790","url":null,"abstract":"Aerospace systems are characterized by architectural complexity, dynamic interaction between subsystems, and complex functionality, understood only by teams from different disciplines. 20 years ago, the major challenge was the multidisciplinary design of avionics. Over the past 20 years, design methods and tools have been developed to cope with these challenges. Today, the complexity of networked electronics in aircraft and the interaction of hardware and software impose similar complexity and design challenges. According to Moore's law, closely followed by industry, the complexity of electronics increases by a factor of 100 every 10 years, requiring to increase abstraction in the design methodology, in order to cope with this increase of complexity. This paper shows the move towards performance and mission level design and its advantages over functional level design approaches.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"72 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116213203","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391237
R. L. Bourgeois, F. Castella
Safe Flight 21 (SF 21) is a joint effort by the government and industry to improve the safety, efficiency, and capacity of the National Airspace System (NAS). SF 21 is exploring the use of automatic dependent surveillance-broadcast (ADS-B), broadcast services, and related enabling technologies to provide common, real-time traffic information to both air traffic controllers and flight crews. One of the deliverables based on R. L. Bourgeois and F. R. Castella (2003) for The Johns Hopkins University Applied Physics Laboratory (JHU/APL) under the Federal Aviation Administration (FAA) Contract DTFA01-02-C-00046 is a report defining computations for the system quality and integrity parameters; navigation accuracy category (NAC), navigation integrity category (NIC), and surveillance integrity level (SIL) for the traffic information service-broadcast (TIS-B) capability being proposed for the NAS. The ADS-B system messages contain fields (NAC, NIC, and SIL) to report the quality of the aircraft position and velocity estimates. For the ADS-B system the values for these fields are derived from the global positioning system (GPS) using information about the GPS constellation, available satellites, etc. The computations are then mapped into the quantized values to be transmitted. The TIS-B system forms target position and velocity estimates from radar reports. The algorithms used within the GPS system to compute the NIC and SIL values are not directly applicable to the TIS-B system. This report presents a methodology to compute the integrity parameters for the TIS-B target report messages.
安全飞行21 (SF 21)是由政府和工业界共同努力，以提高国家空域系统(NAS)的安全性、效率和容量。SF 21正在探索使用自动相关监视广播(ADS-B)、广播服务和相关使能技术，为空中交通管制员和机组人员提供通用的实时交通信息。根据联邦航空管理局(FAA) DTFA01-02-C-00046合同，R. L. Bourgeois和F. R. Castella(2003)为约翰霍普金斯大学应用物理实验室(JHU/APL)提供的交付成果之一是定义系统质量和完整性参数计算的报告;NAS的导航精度分类(NAC)、导航完整性分类(NIC)和监控完整性等级(SIL)分别用于交通信息广播服务(TIS-B)能力。ADS-B系统信息包含字段(NAC、NIC和SIL)，用于报告飞机位置和速度估计的质量。对于ADS-B系统，这些场的值是从全球定位系统(GPS)中获得的，使用的是GPS星座、可用卫星等信息。然后将计算结果映射为要传输的量化值。TIS-B系统根据雷达报告形成目标位置和速度估计。GPS系统中用于计算NIC和SIL值的算法并不直接适用于TIS-B系统。本报告提出了一种计算TIS-B目标报告消息的完整性参数的方法。
{"title":"System integrity and track accuracy methodology for traffic information service-broadcast (TIS-B)","authors":"R. L. Bourgeois, F. Castella","doi":"10.1109/DASC.2004.1391237","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391237","url":null,"abstract":"Safe Flight 21 (SF 21) is a joint effort by the government and industry to improve the safety, efficiency, and capacity of the National Airspace System (NAS). SF 21 is exploring the use of automatic dependent surveillance-broadcast (ADS-B), broadcast services, and related enabling technologies to provide common, real-time traffic information to both air traffic controllers and flight crews. One of the deliverables based on R. L. Bourgeois and F. R. Castella (2003) for The Johns Hopkins University Applied Physics Laboratory (JHU/APL) under the Federal Aviation Administration (FAA) Contract DTFA01-02-C-00046 is a report defining computations for the system quality and integrity parameters; navigation accuracy category (NAC), navigation integrity category (NIC), and surveillance integrity level (SIL) for the traffic information service-broadcast (TIS-B) capability being proposed for the NAS. The ADS-B system messages contain fields (NAC, NIC, and SIL) to report the quality of the aircraft position and velocity estimates. For the ADS-B system the values for these fields are derived from the global positioning system (GPS) using information about the GPS constellation, available satellites, etc. The computations are then mapped into the quantized values to be transmitted. The TIS-B system forms target position and velocity estimates from radar reports. The algorithms used within the GPS system to compute the NIC and SIL values are not directly applicable to the TIS-B system. This report presents a methodology to compute the integrity parameters for the TIS-B target report messages.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115950835","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391306
M. Paglione, Aviation Administration, R. Oaks, H. F. Ryan
A conflict probe is an air traffic management decision support tool that predicts aircraft-to-aircraft and aircraft-to-airspace conflicts. In order to achieve the confidence of the air traffic controllers who are provided this tool, a conflict probe must accurately predict these events. To ensure their continued confidence, the accuracy should not only be assessed in the laboratory before the probe is deployed but continue to be reassessed as the system undergoes upgrades and software changes. Furthermore, it is desirable to use recorded air traffic data to test these tools in order to preserve real-world errors that affect their performance. This paper utilizes a proven approach that modifies surveillance radar track data in time to create traffic scenarios containing conflicts with characteristic properties similar to those encountered in actual air traffic operations. It is these time shifted traffic scenarios that are used to evaluate the conflict probe. This paper describes the detailed process of evaluating the missed and false conflict predictions, the calculation of the corresponding error probabilities, and a regression testing methodology to examine two runs of the conflict probe to determine if the conflict prediction accuracy has improved or degraded over time. A detailed flight example is presented which illustrates the specific processing involved in conflict accuracy analysis. Next using a scenario of many flights, a methodology utilizing categorical data analysis techniques is applied to determine if a new version of the conflict probe's software significantly improved or degraded in conflict prediction accuracy.
{"title":"Methodology for evaluating and regression testing a conflict probe","authors":"M. Paglione, Aviation Administration, R. Oaks, H. F. Ryan","doi":"10.1109/DASC.2004.1391306","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391306","url":null,"abstract":"A conflict probe is an air traffic management decision support tool that predicts aircraft-to-aircraft and aircraft-to-airspace conflicts. In order to achieve the confidence of the air traffic controllers who are provided this tool, a conflict probe must accurately predict these events. To ensure their continued confidence, the accuracy should not only be assessed in the laboratory before the probe is deployed but continue to be reassessed as the system undergoes upgrades and software changes. Furthermore, it is desirable to use recorded air traffic data to test these tools in order to preserve real-world errors that affect their performance. This paper utilizes a proven approach that modifies surveillance radar track data in time to create traffic scenarios containing conflicts with characteristic properties similar to those encountered in actual air traffic operations. It is these time shifted traffic scenarios that are used to evaluate the conflict probe. This paper describes the detailed process of evaluating the missed and false conflict predictions, the calculation of the corresponding error probabilities, and a regression testing methodology to examine two runs of the conflict probe to determine if the conflict prediction accuracy has improved or degraded over time. A detailed flight example is presented which illustrates the specific processing involved in conflict accuracy analysis. Next using a scenario of many flights, a methodology utilizing categorical data analysis techniques is applied to determine if a new version of the conflict probe's software significantly improved or degraded in conflict prediction accuracy.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"55 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116679452","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391272
Richard Bolczak, John C Gonda, Iii, William J Saumsiegle, Ronald A Tomese
The Federal Aviation Administration's (FAAs) controller-pilot data link communications (CPDLC) Build 1 system began initial daily use (IDU) at Miami Air Route Traffic Control Center (ARTCC) on October 7, 2002. CPDLC utilizes the aeronautical telecommunications network (ATN) and very high frequency digital link (VDL) mode 2 to transmit digital messages between air traffic controllers and pilots in specially equipped aircraft. In addition to the FAA and the Miami ARTCC, stakeholders include ARINC, American Airlines, Continental Airlines, Delta Airlines, Atlantic Southeast Airlines (ASA), the United States Air Force, Rockwell Collins, and Teledyne. CPDLC Build 1 consists of four basic services: transfer of communications (TOC) for directing a pilot to change the assigned voice frequency; initial contact (IC) for verification of the pilot's assigned altitude; altimeter setting (AS) for uplinking barometric pressure data, and menu text (MT) for uplinking a predefined set of text messages. These services are invoked through five message types: contact; monitor, usually combined with confirm assigned level (CAL); "independent" CAL; altimeter setting; and menu text. CPDLC Build 1 was to have been the first step in an evolution of data link capabilities that would eventually provide data link services to all centers through a series of builds intended to keep pace with similar developments in Europe. It was planned to be a limited duration, single site implementation to prove the viability of CPDLC procedures and capabilities, to be followed by the national deployment of CPDLC Build 1A. However, in April 2003, the FAA's Joint Resources Council (JRC) decided to defer CPDLC Build 1A, but directed the CPDLC team to prepare a sustainment plan for continued Build 1 operations in Miami. The sustainment plan (2003) was prepared in July 2003 and included plans for the resolution of existing operational issues and implementation of program refinements. Key among the latter included expanding existing capabilities at little or no cost through value-added services. This paper summarizes CPDLC Build 1 operations since IDU and describes some innovative approaches for expanding its limited capabilities with minimal impact on existing systems (e.g., procedural) and cost to the program office.
{"title":"Controller-pilot data link communications (CPDLC) Build 1 value-added services","authors":"Richard Bolczak, John C Gonda, Iii, William J Saumsiegle, Ronald A Tomese","doi":"10.1109/DASC.2004.1391272","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391272","url":null,"abstract":"The Federal Aviation Administration's (FAAs) controller-pilot data link communications (CPDLC) Build 1 system began initial daily use (IDU) at Miami Air Route Traffic Control Center (ARTCC) on October 7, 2002. CPDLC utilizes the aeronautical telecommunications network (ATN) and very high frequency digital link (VDL) mode 2 to transmit digital messages between air traffic controllers and pilots in specially equipped aircraft. In addition to the FAA and the Miami ARTCC, stakeholders include ARINC, American Airlines, Continental Airlines, Delta Airlines, Atlantic Southeast Airlines (ASA), the United States Air Force, Rockwell Collins, and Teledyne. CPDLC Build 1 consists of four basic services: transfer of communications (TOC) for directing a pilot to change the assigned voice frequency; initial contact (IC) for verification of the pilot's assigned altitude; altimeter setting (AS) for uplinking barometric pressure data, and menu text (MT) for uplinking a predefined set of text messages. These services are invoked through five message types: contact; monitor, usually combined with confirm assigned level (CAL); \"independent\" CAL; altimeter setting; and menu text. CPDLC Build 1 was to have been the first step in an evolution of data link capabilities that would eventually provide data link services to all centers through a series of builds intended to keep pace with similar developments in Europe. It was planned to be a limited duration, single site implementation to prove the viability of CPDLC procedures and capabilities, to be followed by the national deployment of CPDLC Build 1A. However, in April 2003, the FAA's Joint Resources Council (JRC) decided to defer CPDLC Build 1A, but directed the CPDLC team to prepare a sustainment plan for continued Build 1 operations in Miami. The sustainment plan (2003) was prepared in July 2003 and included plans for the resolution of existing operational issues and implementation of program refinements. Key among the latter included expanding existing capabilities at little or no cost through value-added services. This paper summarizes CPDLC Build 1 operations since IDU and describes some innovative approaches for expanding its limited capabilities with minimal impact on existing systems (e.g., procedural) and cost to the program office.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124923008","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 : 2004-10-24DOI: 10.1109/DASC.2004.1391304
R. Ehrmanntraut
The effect of speed control when used as a single action to resolve aircraft conflicts is not well known in the ATM scientific world. Therefore, the objective of this study is to get some initial figures to evaluate its potential. This paper introduces the use of speed control manoeuvres with a specific focus on automation. The reorganised ATC mathematical simulator that served as a tool is described and especially the modifications for its resolution rules, the aircraft performance and uncertainty model. Then the simulation setup and the seven scenarios are analysed in more detail concerning traffic and conflict density. Next, the results from the simulations are shown with analysis of resolution rates, speed rates, encounter angles, and closest points of approach. Last, the results are discussed and further studies suggested.
{"title":"The potential of speed control","authors":"R. Ehrmanntraut","doi":"10.1109/DASC.2004.1391304","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391304","url":null,"abstract":"The effect of speed control when used as a single action to resolve aircraft conflicts is not well known in the ATM scientific world. Therefore, the objective of this study is to get some initial figures to evaluate its potential. This paper introduces the use of speed control manoeuvres with a specific focus on automation. The reorganised ATC mathematical simulator that served as a tool is described and especially the modifications for its resolution rules, the aircraft performance and uncertainty model. Then the simulation setup and the seven scenarios are analysed in more detail concerning traffic and conflict density. Next, the results from the simulations are shown with analysis of resolution rates, speed rates, encounter angles, and closest points of approach. Last, the results are discussed and further studies suggested.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122660984","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 : 2004-10-24DOI: 10.1109/DASC.2004.1390796
L. Sherry, M. Feary
As avionics systems play an increasingly more pervasive role in airline cockpit operations, the ease-of-use of these systems to perform airline mission tasks, increasingly impacts the costs of pilot training, and the efficiency and safety margins of cockpit operations. Airworthiness regulations and regulatory certification processes for avionics equipment do not explicitly call for the design and verification testing of the pilot-avionics interaction. Without explicit design of the pilot-avionics interaction, avionics equipment is fielded with user-interfaces that require pilots to learn unnecessarily long sequences of memorized actions during training. These memorized action sequences then have to be recalled during line operations, even after not being used for several months. The number and complexity of the memorized action sequences directly contribute to airline training costs, and impact the efficiency and safety margins of airline cockpit operations. This paper proposes the inclusion of a task design document (TDD) in the DO-178B avionics equipment certification process to explicitly design pilot-avionics interaction. The TDD specifies how the operator interacts with the automation to perform airline mission tasks. The structure and content of a task design document (TDD) is described with example specifications. The implications of this proposal on the DO-178B process are also discussed.
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Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1391244
C. Haissig
Military transport aircraft such as the C-130 and C-17 regularly fly in formation. Formation flight is used as an effective approach to moving large numbers of aircraft safely. Procedures and onboard avionics have been developed to make formation flight possible in all weather conditions. The in-trail spacing for military formations is one-half to one-fourth of the spacing standards used today in terminal airspace in the United States and substantially less than the spacing in en route and oceanic environments. This paper discusses how the procedures and avionics developed for military formation flight might be used to reduce aircraft spacing and complement the existing activities aimed at capacity improvement.
{"title":"Military formation flight as a model for increased capacity in civilian airspace","authors":"C. Haissig","doi":"10.1109/DASC.2004.1391244","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391244","url":null,"abstract":"Military transport aircraft such as the C-130 and C-17 regularly fly in formation. Formation flight is used as an effective approach to moving large numbers of aircraft safely. Procedures and onboard avionics have been developed to make formation flight possible in all weather conditions. The in-trail spacing for military formations is one-half to one-fourth of the spacing standards used today in terminal airspace in the United States and substantially less than the spacing in en route and oceanic environments. This paper discusses how the procedures and avionics developed for military formation flight might be used to reduce aircraft spacing and complement the existing activities aimed at capacity improvement.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133608680","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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