Pub Date : 2004-10-24DOI: 10.1109/DASC.2004.1390852
N. Fedora, R. Picone, P. Baumgartner
On August 12, 2003, Orbital Sciences Corporation launched the 21st consecutive successful Pegasus/sup /spl reg// launch vehicle into space, delivering the Scientific Satellite (SCISAT-1) Atmospheric Chemistry Experiment (ACE) spacecraft for the National Aeronautics and Space Administration (NASA) and the Canadian Space Agency (CSA). Although this marked the 21st consecutive successful launch by Orbital in a row, this was the first Pegasus launch performed with a new navigation system, the Honeywell Space Integrated Global Positioning System (GPS)/Inertial Navigation System (INS). The intent of this paper is to present the efforts that went into integrating the Space Integrated GPS/INS (SIGI) on the Pegasus by Orbital and Honeywell in order to make the Pegasus SIGI primary navigator, debut an extremely successful launch. This paper discusses and presents the simulation testing and software verification performed at Honeywell Defense & Space Electronic Systems (DSES) space business in Clearwater, FL for the unique Pegasus missionization and actual flight performance data measured by Orbital during the SCISAT-1 launch from Vandenberg air force base.
{"title":"The integration and performance of Honeywell's SIGI navigator with Orbital's Pegasus launch vehicle","authors":"N. Fedora, R. Picone, P. Baumgartner","doi":"10.1109/DASC.2004.1390852","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390852","url":null,"abstract":"On August 12, 2003, Orbital Sciences Corporation launched the 21st consecutive successful Pegasus/sup /spl reg// launch vehicle into space, delivering the Scientific Satellite (SCISAT-1) Atmospheric Chemistry Experiment (ACE) spacecraft for the National Aeronautics and Space Administration (NASA) and the Canadian Space Agency (CSA). Although this marked the 21st consecutive successful launch by Orbital in a row, this was the first Pegasus launch performed with a new navigation system, the Honeywell Space Integrated Global Positioning System (GPS)/Inertial Navigation System (INS). The intent of this paper is to present the efforts that went into integrating the Space Integrated GPS/INS (SIGI) on the Pegasus by Orbital and Honeywell in order to make the Pegasus SIGI primary navigator, debut an extremely successful launch. This paper discusses and presents the simulation testing and software verification performed at Honeywell Defense & Space Electronic Systems (DSES) space business in Clearwater, FL for the unique Pegasus missionization and actual flight performance data measured by Orbital during the SCISAT-1 launch from Vandenberg air force base.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"41 3 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":"134027894","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.2004.1390828
P. Mahdian, M. Griebling
Interfacing two electrical components, and accuracy of data, based on a specified protocol, are critical parts of electronic interfacing. This work highlights the design and implementation of an integrated circuit under bidirectional interfacing of a digital signal processor (DSP) to a Manchester encoder-decoder (MED), and to a secondary device. The implementation of this design is used for a global positioning systems such as in 3ATI avionic display systems. This interface design is specifically for Actel ProASIC/sup PLUS/ programmable FPGA chip in behavioral and data flow levels using VHSIC hardware description language (VHDL). Libero integrated design environment software is used for implementation. Synthesis was done with synplicity, while simulation and post-synthesis were done with ModelSim. Verifications were operated at the hardware level.
{"title":"VHDL implementation of a bidirectional interface for 3ATI avionic sub-systems","authors":"P. Mahdian, M. Griebling","doi":"10.1109/DASC.2004.1390828","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390828","url":null,"abstract":"Interfacing two electrical components, and accuracy of data, based on a specified protocol, are critical parts of electronic interfacing. This work highlights the design and implementation of an integrated circuit under bidirectional interfacing of a digital signal processor (DSP) to a Manchester encoder-decoder (MED), and to a secondary device. The implementation of this design is used for a global positioning systems such as in 3ATI avionic display systems. This interface design is specifically for Actel ProASIC/sup PLUS/ programmable FPGA chip in behavioral and data flow levels using VHSIC hardware description language (VHDL). Libero integrated design environment software is used for implementation. Synthesis was done with synplicity, while simulation and post-synthesis were done with ModelSim. Verifications were operated at the hardware level.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"20 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":"133028471","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.2004.1391265
J. Hull, B. Barmore, T. Abbott
Over the last several decades, advances in airborne and groundside technologies have allowed the air traffic service provider (ATSP) to give safer and more efficient service, reduce workload and frequency congestion, and help accommodate a critically escalating traffic volume. These new technologies have included advanced radar displays, and data and communication automation to name a few. In step with such advances, NASA Langley is developing a precision spacing concept designed to increase runway throughput by enabling the flight crews to manage their inter-arrival spacing from TRACON entry to the runway threshold. This concept is being developed as part of NASA's distributed air/ground traffic management (DAG-TM) project under the Advanced Air Transportation Technologies Program. Precision spacing is enabled by automatic dependent surveillance-broadcast (ADS-B), which provides air-to-air data exchange including position and velocity reports; real-time wind information and other necessary data. On the flight deck, a research prototype system called airborne merging and spacing for terminal arrivals (AMSTAR) processes this information and provides speed guidance to the flight crew to achieve the desired inter-arrival spacing. AMSTAR is designed to support current ATC operations, provide operationally acceptable system-wide increases in approach spacing performance and increase runway throughput through system stability, predictability and precision spacing. This paper describes problems and costs associated with an imprecise arrival flow. It also discusses methods by which air traffic controllers achieve and maintain an optimum inter-arrival interval, and explores means by which AMSTAR can assist in this pursuit. AMSTAR is an extension of NASA's previous work on in-trail spacing that was successfully demonstrated in a flight evaluation at Chicago O'Hare International Airport in September 2002. In addition to providing for precision inter-arrival spacing, AMSTAR provides speed guidance for aircraft on converging routes to safely and smoothly merge onto a common approach. Much consideration has been given to working with operational conditions such as imperfect ADS-B data, wind prediction errors, changing winds, differing aircraft types and wake vortex separation requirements. A series of Monte Carlo simulations are planned for the spring and summer of 2004 at NASA Langley to further study the system behavior and performance under more operationally extreme and varying conditions. This coincides with a human-in-the-loop study to investigate the flight crew interface, workload and acceptability.
{"title":"Technology-enabled airborne spacing and merging","authors":"J. Hull, B. Barmore, T. Abbott","doi":"10.1109/DASC.2004.1391265","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391265","url":null,"abstract":"Over the last several decades, advances in airborne and groundside technologies have allowed the air traffic service provider (ATSP) to give safer and more efficient service, reduce workload and frequency congestion, and help accommodate a critically escalating traffic volume. These new technologies have included advanced radar displays, and data and communication automation to name a few. In step with such advances, NASA Langley is developing a precision spacing concept designed to increase runway throughput by enabling the flight crews to manage their inter-arrival spacing from TRACON entry to the runway threshold. This concept is being developed as part of NASA's distributed air/ground traffic management (DAG-TM) project under the Advanced Air Transportation Technologies Program. Precision spacing is enabled by automatic dependent surveillance-broadcast (ADS-B), which provides air-to-air data exchange including position and velocity reports; real-time wind information and other necessary data. On the flight deck, a research prototype system called airborne merging and spacing for terminal arrivals (AMSTAR) processes this information and provides speed guidance to the flight crew to achieve the desired inter-arrival spacing. AMSTAR is designed to support current ATC operations, provide operationally acceptable system-wide increases in approach spacing performance and increase runway throughput through system stability, predictability and precision spacing. This paper describes problems and costs associated with an imprecise arrival flow. It also discusses methods by which air traffic controllers achieve and maintain an optimum inter-arrival interval, and explores means by which AMSTAR can assist in this pursuit. AMSTAR is an extension of NASA's previous work on in-trail spacing that was successfully demonstrated in a flight evaluation at Chicago O'Hare International Airport in September 2002. In addition to providing for precision inter-arrival spacing, AMSTAR provides speed guidance for aircraft on converging routes to safely and smoothly merge onto a common approach. Much consideration has been given to working with operational conditions such as imperfect ADS-B data, wind prediction errors, changing winds, differing aircraft types and wake vortex separation requirements. A series of Monte Carlo simulations are planned for the spring and summer of 2004 at NASA Langley to further study the system behavior and performance under more operationally extreme and varying conditions. This coincides with a human-in-the-loop study to investigate the flight crew interface, workload and acceptability.","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":"134258622","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.2004.1391247
D. Stapleton, J. Cieplak
Capstone is an FAA safety program in Alaska. Its near term goal is to achieve aviation safety and efficiency improvements by accelerating implementation and use of modern technology. "Capstone" is derived from the program's effect of drawing and holding together concepts and recommendations contained in reports from the RTCA, the National Transportation Safety Board (NTSB), the Mitre Corporation's Center for Advanced Aviation System Development (CAASD), and Alaskan aviation industry representatives. It links multiple programs and initiatives under a common umbrella for planning, coordination, focus, and direction. The impetus for the program is safety for the flying public, with enormous benefit and utility to pilots as well as air traffic controllers. According to the National Institute for Occupational Safety and Health, accident rates in Alaska are nearly 400 percent above the national average. The lack of aviation services, such as a usable instrument flight rules (IFR) infrastructure, makes Alaska an excellent location to evaluate new CNS technologies. Through Alaska Aviation Industry support, the program also got an important boost from Congress. The program was implemented in cooperation with the Alaskan aviation industry and responded directly to a 1995 National Transportation Safety Board (NTSB) Safety Study. The study recommended that the FAA implement a model program to demonstrate a low altitude IFR system that better fills the needs of Alaska's air transportation system. Capstone's "model demonstration program" implements the NTSB's recommendations and is more than just a technology demonstration. Keeping in constant coordination with the user community, it seeks to field useful components for operational use and transition them into the National Airspace System (NAS). The program is more than systems. Under its umbrella, it undertakes a complete safety approach and includes things such as new technology certifications, corresponding operational procedures, and appropriate training for pilots, controllers, and maintenance personnel. The program has also coordinated the installation of more weather sensors and communications outlets. This paper focuses on the full system.
{"title":"Alaska's Capstone program - systems engineering for communication, navigation and surveillance","authors":"D. Stapleton, J. Cieplak","doi":"10.1109/DASC.2004.1391247","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391247","url":null,"abstract":"Capstone is an FAA safety program in Alaska. Its near term goal is to achieve aviation safety and efficiency improvements by accelerating implementation and use of modern technology. \"Capstone\" is derived from the program's effect of drawing and holding together concepts and recommendations contained in reports from the RTCA, the National Transportation Safety Board (NTSB), the Mitre Corporation's Center for Advanced Aviation System Development (CAASD), and Alaskan aviation industry representatives. It links multiple programs and initiatives under a common umbrella for planning, coordination, focus, and direction. The impetus for the program is safety for the flying public, with enormous benefit and utility to pilots as well as air traffic controllers. According to the National Institute for Occupational Safety and Health, accident rates in Alaska are nearly 400 percent above the national average. The lack of aviation services, such as a usable instrument flight rules (IFR) infrastructure, makes Alaska an excellent location to evaluate new CNS technologies. Through Alaska Aviation Industry support, the program also got an important boost from Congress. The program was implemented in cooperation with the Alaskan aviation industry and responded directly to a 1995 National Transportation Safety Board (NTSB) Safety Study. The study recommended that the FAA implement a model program to demonstrate a low altitude IFR system that better fills the needs of Alaska's air transportation system. Capstone's \"model demonstration program\" implements the NTSB's recommendations and is more than just a technology demonstration. Keeping in constant coordination with the user community, it seeks to field useful components for operational use and transition them into the National Airspace System (NAS). The program is more than systems. Under its umbrella, it undertakes a complete safety approach and includes things such as new technology certifications, corresponding operational procedures, and appropriate training for pilots, controllers, and maintenance personnel. The program has also coordinated the installation of more weather sensors and communications outlets. This paper focuses on the full system.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"34 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":"133903262","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.2004.1390814
M.S. Ali, R. Bhagavathula, R. Pendse
The cockpit voice recorder (CVR) and digital flight data recorder (DFDR) are the traditional black boxes used in general and commercial aviation aircrafts. These are used to record vital audio and aircraft parameters. Substantial time and monetary expense are incurred after an aircraft accident to retrieve the black boxes and sometimes the recorders are found damaged and unreadable which further inflates aircraft accident investigation time and expenditures. The CVR typically records the voice conversations within the cockpit on 2 (or 4) different channels for a duration of 30 minutes. The DFDR records the aircraft's vital parameters over the entire duration of a flight. The CVR records information in such a way that only the last 30 minutes of voice is available. As a supplement to the existing CVR/DFDR, the authors present the possible transfer of the acquired voice, video and data from the airplane to the ground stations. This transfer is envisioned to be carried out by (a) utilizing the available data link being employed for IP connectivity between the airplane and the ground station to stream live data, voice and video traffic to the appropriate servers on the ground, or (b) storing the data, voice and video streams locally within the airplane and downloading them to the appropriate servers on the ground station. Since numerous aircraft are expected to be in-flight at any given point of time, the management of the downloaded voice and data within the ground stations could easily become a scalability issue. While file transfer mechanisms like FTP provide considerable flexibility in the deployment of DAP, a scalable means of catering to hundreds of airplanes simultaneously would be the adoption of file I/O and block I/O based data transfer mechanisms. Different I/O mechanisms including (a) network file system (NFS), (b) Internet small computer system interface (iSCSI), and (c) enhanced network block device (ENBD) were considered for the current work.
{"title":"Efficient data storage mechanisms for DAP","authors":"M.S. Ali, R. Bhagavathula, R. Pendse","doi":"10.1109/DASC.2004.1390814","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390814","url":null,"abstract":"The cockpit voice recorder (CVR) and digital flight data recorder (DFDR) are the traditional black boxes used in general and commercial aviation aircrafts. These are used to record vital audio and aircraft parameters. Substantial time and monetary expense are incurred after an aircraft accident to retrieve the black boxes and sometimes the recorders are found damaged and unreadable which further inflates aircraft accident investigation time and expenditures. The CVR typically records the voice conversations within the cockpit on 2 (or 4) different channels for a duration of 30 minutes. The DFDR records the aircraft's vital parameters over the entire duration of a flight. The CVR records information in such a way that only the last 30 minutes of voice is available. As a supplement to the existing CVR/DFDR, the authors present the possible transfer of the acquired voice, video and data from the airplane to the ground stations. This transfer is envisioned to be carried out by (a) utilizing the available data link being employed for IP connectivity between the airplane and the ground station to stream live data, voice and video traffic to the appropriate servers on the ground, or (b) storing the data, voice and video streams locally within the airplane and downloading them to the appropriate servers on the ground station. Since numerous aircraft are expected to be in-flight at any given point of time, the management of the downloaded voice and data within the ground stations could easily become a scalability issue. While file transfer mechanisms like FTP provide considerable flexibility in the deployment of DAP, a scalable means of catering to hundreds of airplanes simultaneously would be the adoption of file I/O and block I/O based data transfer mechanisms. Different I/O mechanisms including (a) network file system (NFS), (b) Internet small computer system interface (iSCSI), and (c) enhanced network block device (ENBD) were considered for the current work.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"25 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":"117047962","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.2004.1391298
C. Gwiggner
The motivation of this report is to better understand why there are differences between regulated demand and real demand in ATFM. We analyze past flight data from two different points of view: First, we take a look on the number of aircraft entering sectors. Visualization gives us intuition on regularities in the data. We interpret regulated and real demand as random variables where the only knowledge we have are the realizations in our database. We infer properties of these variables, especially on how they interact with each other. Secondly, we compare differences in declared and flown length and duration. This gives us an image on how accurate flight plan information is on a daily basis. Our main hypothesis is that we analyze data of groups of aircraft rather than on a plane to plane basis because deviations of single aircraft are not independent from the others. We conclude with an outlook on a statistical model of the misbehavior of groups of aircraft dependent on the regulated demand in order to improve current ATFM.
{"title":"Implicit relations between time slots, capacity and real demand in ATFM","authors":"C. Gwiggner","doi":"10.1109/DASC.2004.1391298","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391298","url":null,"abstract":"The motivation of this report is to better understand why there are differences between regulated demand and real demand in ATFM. We analyze past flight data from two different points of view: First, we take a look on the number of aircraft entering sectors. Visualization gives us intuition on regularities in the data. We interpret regulated and real demand as random variables where the only knowledge we have are the realizations in our database. We infer properties of these variables, especially on how they interact with each other. Secondly, we compare differences in declared and flown length and duration. This gives us an image on how accurate flight plan information is on a daily basis. Our main hypothesis is that we analyze data of groups of aircraft rather than on a plane to plane basis because deviations of single aircraft are not independent from the others. We conclude with an outlook on a statistical model of the misbehavior of groups of aircraft dependent on the regulated demand in order to improve current ATFM.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"23 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":"116346442","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.2004.1390827
M. Shamma
The International Mobile Telecommunications IMT2000 terrestrial standards are investigated as a potential alternative for communications to aircraft mobile users in airport and terminal domains. Specifically, its application to air traffic management (ATM) communication needs is considered. The various specifications of the IMT2000 standards are outlined. It is shown via a system research analyses that it is possible to support most air traffic communication needs via the use of 3G technologies. This technology can compliment existing or future digital aeronautical communications technologies such as VHF digital links mode 2, 3, 4 (VDL2, VDL3, VDL4).
{"title":"IMT2000 3G terrestrial standards with applications to airport and terminal air traffic communications","authors":"M. Shamma","doi":"10.1109/DASC.2004.1390827","DOIUrl":"https://doi.org/10.1109/DASC.2004.1390827","url":null,"abstract":"The International Mobile Telecommunications IMT2000 terrestrial standards are investigated as a potential alternative for communications to aircraft mobile users in airport and terminal domains. Specifically, its application to air traffic management (ATM) communication needs is considered. The various specifications of the IMT2000 standards are outlined. It is shown via a system research analyses that it is possible to support most air traffic communication needs via the use of 3G technologies. This technology can compliment existing or future digital aeronautical communications technologies such as VHF digital links mode 2, 3, 4 (VDL2, VDL3, VDL4).","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":"115606538","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.2004.1391263
D. R. Barker, B. Haltli, C. Laqui, P. MacWilliams, K.L. McKee
Airlines continue to acquire or equip existing aircraft with improved and more capable avionics. Improvements such as the flight management system (FMS) allow aircraft to fly preplanned paths with precision. Attempts to take advantage of improved aircraft guidance to make approaches, arrivals, and departures in the terminal area more uniform and predictable are consequently a natural development in air traffic control. The use of area navigation (RNAV) routes is one example of exploiting the current avionics technology to improve/simplify operations. In this study we look at the consequences and implications for arrivals of the fact that not all aircraft are yet RNAV equipped. The interplay of equipped aircraft (that fly the route according to the FMS) and non-equipped aircraft (which must be vectored) was studied in terms of controller technique, controller training and familiarization, controller comfort level, and the resultant impact on the efficacy of the air traffic control (ATC) operation. The effects of specific factors such as variation in turn execution, variation in speed profiles and airspace use were objectively measured. Three arrival routes of increasing complexity were simulated. One complex route was examined using a varying mix of equipped and unequipped traffic at a fixed, steady state rate. Controller in the loop simulations indicate that the percentage of non-RNAV traffic that can be accommodated on a complex arrival route is about 20 percent, and show at the rates simulated, that it was not necessary to segregate equipped and non-equipped aircraft. The simulation results indicate that the tolerance for non-RNAV aircraft may be even higher for simple arrival routes. Other results of the controller in the loop simulations are presented in detail: reduced flying distances, reduced communications workload, reduced fuel burn and reduced variance in the inter-aircraft arrival times can all be correlated to increasing the percentage of the aircraft that are RNAV equipped. These results argue that there are benefits of aircraft flying RNAV routes.
{"title":"Assessment of terminal RNAV mixed equipage","authors":"D. R. Barker, B. Haltli, C. Laqui, P. MacWilliams, K.L. McKee","doi":"10.1109/DASC.2004.1391263","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391263","url":null,"abstract":"Airlines continue to acquire or equip existing aircraft with improved and more capable avionics. Improvements such as the flight management system (FMS) allow aircraft to fly preplanned paths with precision. Attempts to take advantage of improved aircraft guidance to make approaches, arrivals, and departures in the terminal area more uniform and predictable are consequently a natural development in air traffic control. The use of area navigation (RNAV) routes is one example of exploiting the current avionics technology to improve/simplify operations. In this study we look at the consequences and implications for arrivals of the fact that not all aircraft are yet RNAV equipped. The interplay of equipped aircraft (that fly the route according to the FMS) and non-equipped aircraft (which must be vectored) was studied in terms of controller technique, controller training and familiarization, controller comfort level, and the resultant impact on the efficacy of the air traffic control (ATC) operation. The effects of specific factors such as variation in turn execution, variation in speed profiles and airspace use were objectively measured. Three arrival routes of increasing complexity were simulated. One complex route was examined using a varying mix of equipped and unequipped traffic at a fixed, steady state rate. Controller in the loop simulations indicate that the percentage of non-RNAV traffic that can be accommodated on a complex arrival route is about 20 percent, and show at the rates simulated, that it was not necessary to segregate equipped and non-equipped aircraft. The simulation results indicate that the tolerance for non-RNAV aircraft may be even higher for simple arrival routes. Other results of the controller in the loop simulations are presented in detail: reduced flying distances, reduced communications workload, reduced fuel burn and reduced variance in the inter-aircraft arrival times can all be correlated to increasing the percentage of the aircraft that are RNAV equipped. These results argue that there are benefits of aircraft flying RNAV routes.","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"22 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":"114619655","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.2004.1391250
Lin Chai
{"title":"The analysis of INS integrated with twin-star positioning and navigation system - [Not available for publications]","authors":"Lin Chai","doi":"10.1109/DASC.2004.1391250","DOIUrl":"https://doi.org/10.1109/DASC.2004.1391250","url":null,"abstract":"","PeriodicalId":422463,"journal":{"name":"The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)","volume":"22 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":"130519901","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.2004.1390820
R. Slywczak, O. Mezu, B. Green
During commercial flights, pilots require continuous communications and seamless access to data products, such as graphical weather maps and turbulence alerts, to proactively react to dynamic flight conditions. NASA/Glenn Research Center (GRC) and the weather information communications (WINCOMM) project have been researching methods to improve communications and to disseminate graphical weather data products to aircraft flying in the transoceanic region where en route weather collection and dissemination are minimal. The goal is to employ commercial satellite-based communications and packet switching technologies to provide a cost effective and efficient communications solution for aviation. This paper describes the goals of the WINCOMM program and the research related to the transoceanic scenario. It describes the flight architecture and the proposed communication network that is currently being implemented in the laboratory. The main goal is to have a seamless but efficient separation of services between the cockpit and cabin data with both data existing on the same data link. The initial findings for the quality of service (QoS) research is presented along with the techniques for implementing QoS in Cisco routers and the design of the QoS schemes for the transoceanic testbed. Data for the testing initially focus on sending informational and graphical weather data but eventually encompass warning/cockpit alerts and, hopefully, air traffic control messages. In mid-2005, the laboratory setting can be flight tested aboard the Langley Research Center's (LaRC) Boeing-757.
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