SCIENTIFIC AND TECHNICAL AEROSPACE REPORTS
A Biweekly Publication of the National Aeronautics and Space Administration
VOLUME 44, ISSUE 1 - January 13, 2006
03 AIR TRANSPORTATION AND SAFETY
Includes passenger and cargo air transport operations; airport ground operations; flight safety and hazards; and aircraft accidents.
Systems and hardware specific to ground operations of aircraft and to airport construction are covered in 09 Research and Support Facilities (Air).
Air traffic control is covered in 04 Aircraft Communications and Navigation.
For related information see also 16 Space Transportation and Safety and 85 Technology Utilization and Surface Transportation.
20060001824 Air Force Inst. of Tech., Wright-Patterson AFB, OH USA
Modeling the Infrared Intensity of a Large Commerical Aircraft
Martinez, Ruben; Mar. 1, 2005; 94 pp.; In English; Original contains color illustrations Report No.(s): AD-A440315; AFIT/GE/ENP/05-01; No Copyright; Avail.: Defense Technical Information Center (DTIC)
Measuring the infrared signature of large civilian aircraft has become increasingly important due to the proliferation of man-portable air defense systems (MANPADS) and the increasing threat of their use by terrorists. Because of the range of these shoulder-fired weapons, most aircraft flying over 20,000 feet are safe from the threat; however, aircraft taking-off or landing are extremely vulnerable.
A radiometric model was developed to simulate a large commercial aircraft's infrared intensity during these two critical phases of flight. The radiometric model was largely based on the dimensions of a Boeing 747-400 aircraft. It is capable of simulating elevation angles between -20 and +20 , as well as 360 in azimuth in its projected area analysis of the faceted model. The model utilizes an obscuration matrix to determine which parts of the aircraft are in view by the observer and thus contribute to the aircraft's intensity. A simple one-bounce reflection matrix was also included to incorporate reflections of hot parts off other body parts, as well as earth- and sky-shine contributions to the overall intensity. Various atmospheric scenarios can be loaded into the model to incorporate atmospheric transmittance and radiance effects in the simulation.
Measurements taken at the Air Force Research Laboratory's Optical Measurement Facility are used to create material matrices which account for angle-dependent emissivity and reflectance. A graphical user interface (GUI) was developed to allow a user to change variables and view the resultant aircraft intensity as a function of elevation and azimuth angles. A graphical output of the faceted model assists in visualizing aircraft hot parts, reflections, and/or obstructed parts to identify significant contributions to the aircraft's infrared intensity. DTIC
Commercial Aircraft; Infrared Radiation; Infrared Signatures
20060002048 Civil Aerospace Medical Inst., Oklahoma City, OK, USA
Epidemiology of Toxicological Factors in Civil Aviation Accident Pilot Fatalities, 1999-2003
Chaturvedi, Arvind K.; Craft, Kristi J.; Canfield, Dennis V.; Whinnery, James E.; November 2005; 17 pp.; In English; Original contains black and white illustrations Contract(s)/Grant(s): FAA-AM-B-05-TOX-202 Report No.(s): DOT/FAA/AM-05/20; No Copyright; Avail.: CASI: A03, Hardcopy
Prevalence of drug and ethanol use in aviation is monitored by the Federal Aviation Administration (FAA). Under such monitoring, epidemiological studies for the 1989-1993 and 1994-1998 periods indicated lower percentages of the presence of illegal (abused) drugs than that of prescription and nonprescription drugs in aviation accident pilot fatalities. In continuation of these studies, an epidemiological assessment was made for an additional period of 5 years. Postmortem samples from aviation accident pilot fatalities submitted to the FAA Civil Aerospace Medical Institute (CAMI) are toxicologically analyzed, and those analytical findings are stored substances of Schedules I-V, prescription and nonprescription drugs, and ethanol in the pilot fatalities. Out of were fatally injured. Drugs and/or ethanol were found in 830 of the 1587 fatalities. Controlled substances of Schedules I and I1 and Schedules 111-V were detected in 113 and 42 pilots, respectively. Prescription drugs were present in 315 pilots, nonprescription drugs in 259 pilots, and ethanol in 101 pilots. Controlled substances of Schedules I and I1 were detected in only 5 of the 122 First-class medical certificate-holding airline transport pilots. In addition to the controlled substances, many of the prescription and nonprescription drugs found in the fatalities have the potential for impairing performance, thereby adversely affecting the ability of an individual to optimally pilot an aircraft. Findings from this study were consistent with those of the 2 previous epidemiological studies and support the FAA's programs, including the FAA's drug-testing program, aimed at identifying potentially incapacitating medical conditions and reducing the usage of performance-impairing drugs or ethanol. Author
Drugs; Ethyl Alcohol; Epidemiology; Aircraft Accidents
20060002233 ATN Systems, Inc., VA, USA
| |
| Tools for Aviation/Aerospace |
| IHS sells products and services designed to meet the needs of today's engineers. To learn more, and for a free quote, please complete the form below. |
|
Aeronautical Data Link Road Map, An Air Carrier Perspective
Murphy, Mike; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 16 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This presentation summarizes the activities to date of the Aeronautical Data Link System (ADLS) Program Coordination Group (PCG), an informal group of air carriers and interested parties working together to promote Air Traffic ADLS implementation in the National Airspace System (NAS). The presentation offers a proposal for ADLS road map objectives and milestones with particular focus on a number of near term service packages tailored to take advantage of existing aircraft equipage. Author
Data Links; Aeronautics; National Airspace System; Air Traffic Control
20060002247 Boeing Aerospace Co., USA
Tailored Arrivals Trials: Air Traffic Alliance, Boeing, Airservices Australia, QANTAS
Cornell, Brad; Roberts, Craig; Watson, Mike; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 33 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
The Tailored Arrivals Project is investigating a method of delivering an arrivals clearance to an aircraft via Controller Pilot Data Link Communications (CPDLC) that enables the aircraft to meet a specific time at an entry fix, while maintaining the optimum arrivals configuration for as long as possible, thereby minimising fuel burn, noise and emissions. Derived from text
Air Traffic Control; Australia; Boeing Aircraft; Arrivals
20060002248 Mitre Corp., USA
RNP-Based Parallel Instrument Approaches: Concepts and Benefits
Milles, Michael; Porter, Suzanne; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference andWorkshop; November 2005, pp. 1-22; In English; See also 20060002231; Original contains color illustrations Contract(s)/Grant(s): DTFA01-01-C-00001; No Copyright;Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
RNP SAAAR procedures have been proposed that have the potential to increase arrival capacity and reduce delays at some of the busiest airports in the NAS. These procedures leverage advanced avionics and pilot capabilities to provide precision simultaneous approaches in IMC to runways where they do not currently exist. Realizing the full operational benefits of these new ideas will require that operators equip and train their flight crews to take advantage of the performance-based NAS. Author
Avionics; Flight Crews; Navigation; Approach; Flight Instruments
20060002251 Lockheed Martin Air Traffic Management, Rockville, MD, USA
Future Global Communications In Efficient Flight Path Management
Mettus, P. W.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-13; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Presentation includes topics on 1) Regional and Global Capacity Challenges; 2) Long Range Planning; 3) A Future National Airspace System; 4)Harmonizing Telecommunications Infrastructure, ATC Application Infrastructure, and Operational Concepts. Derived from text
Air Traffic Control; Telecommunication
20060002258 SENSIS Corp., Dewitt, NY, USA
| |
| Aerospace Engineering Design |
| ESDU packages provide validated design data, methods and software, offering a valuable toolset to aerospace engineers. To learn more, and for a free quote, please complete the form below. |
|
The Standalone Traffic Information Service (TIS) Server
Beyer, Jeffrey; Hepp, Andrew; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference andWorkshop; November 2005; 23 pp.; In English; See also 20060002231; Original contains color and black and white illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
The Traffic Information Service (TIS) is a Mode S Specific Service that is intended to improve the safety and efficiency of see and avoid flight by automatically providing pilots with ground based surveillance information of nearby traffic and warning of any threatening traffic conditions. TIS is functionally equivalent to Aircraft Collision Avoidance System (ACAS) Level 1 and is provided without any involvement from Air Traffic Control (ATC). TIS currently available in those terminal areas serviced by Mode S Surveillance Radars (MSSRs). At a typical radar site, TIS is available upon request to aircraft operating inside the coverage volume, which typically extends 60 nautical miles from the radar and from 3,000 feet to 55,000 feet Above Ground Level (AGL). Traffic information is uplinked to clients for whom the system identifies intruders or aircraft within a seven nautical mile radius of the client and up to 3,500 feet above or 3,000 feet below the client.
In the next several years, more than 25 radar systems that currently provide TIS are being replaced by ASR-11 which do not provide Mode S functionality. The Federal Aviation Administration (FAA) expressed interest in continuing the TIS at these sites as well as providing the TIS to other locations that do not currently provide Mode S Specific Services.
The Sensis TIS Server was tested extensively in a lab environment and at Syracuse Hancock International Airport. The lab testing verified that the TIS System satisfies all of the operational requirements derived from the current TIS Minimum Operational Performance Specification (MOPS). The TIS Server was also successfully verified against 18 simulated aircraft scenarios used for Operational Test and Evaluation (OT & E) of the current TIS implementation.
The Sensis TIS Server was further evaluated by Massachusetts Institute of Technology (MIT) Lincoln Laboratories in a terminal environment by comparing the output generated by the Sensis system to the output generated by the ASR-9 at Syracuse Hancock International Airport. The Sensis TIS System provided the same traffic information as the current Mod S TIS implementation. Author
Automatic Control; Avionics; Air Traffic Control; Systems Engineering
20060002276 Locus, Inc., USA
Integrated GPS/eLoran Systems
Roth, Linn G.; Narins, Mitchell J.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-30; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Recent Federal Aviation Administration (FAA), USA Coast Guard (USCG) and US Department of Transportation (DOT) technical evaluations of the enhanced or eLoran system have demonstrated that eLoran can provide important capabilities to mitigate the loss of GPS in numerous applications. As a part of this evaluation process, Locus developed an integrated GPS/WAAS/eLoran prototype aviation system in cooperation with FreeFlight Systems. Locus also worked independently with Atlas Elektronik of Germany to develop a combined GPS/Loran system for marine military applications. FreeFlight and Locus have recently completed their single unit prototype system, and it has just been delivered to the FAA. Flight trials of the prototype are expected to take place soon and continue this spring. Flight tests on an earlier, two-unit prototype demonstrated it easily met FAA required navigation performance (RNP) accuracy standards for non-precision approach (NPA).
The Locus/Atlas system is referred to as GLEE (for GPS-Loran-Eurofix Environment) and has been operational for approximately one year. The GLEE system includes Eurofix technology, which utilizes Loran to distribute DPGS corrections and integrity messages over a large region. GLEE has been successfully tested in the Baltic and North Seas under conditions that simulate GPS denial. Locus has also developed other eLoran technology that will enhance eLoran s ability to complement and backup GPS in systems such as GLEE and the FreeFlight/Locus device, and will facilitate integration with GPS. These include the addition of a single axis gyroscope (SAG), a new H-field antenna, a new receiver front end, and three receiver operating modes to provide additional secondary factor (ASF) corrections for the Loran position solution. One of the ASF modes takes in GPS NEMA $GPGGA messages and calculates and applies ASFs in real time.
This paper will review the FreeFlight/Locus and Atlas/Locus GPS/eLoran systems and Locus new eLoran technology. It will also include results of flight and marine tests on these systems. Author
Global Positioning System; Loran; Systems Integration; Civil Aviation
20060002279 Embry-Riddle Aeronautical Univ., USA
Measurement of the Safety Impact of Installing ADS-B on General Aviation Aircraft at Embry-Riddle Aeronautical University
Hampton, Steven; Theokas, Richard; Knopf, Ken, Technical Monitor; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-18; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This presentation discusses impact of the installation of ADS-B with GBTS to decrease the number of aircraft near mid-air collisions at uncontrolled, non-towered airfield. It also discusses the implications for application to general aviation activity nationally in regards to the effectiveness of ADS-B to decrease near mid-air collisions nationally. They analyzed actual numbers of reported NMAC frequencies, calculated rate of incidents per 100,000 flight hours in Daytona Beach (for the years 2000 thru 2003) and Prescott (for the years 1996 through 2003). These were completed by raw NMAC frequency per month/per/year/per incident location. Harvested NMAC data was categorized NMAC events as occurring in one of three areas within a 50nm radius of subject airports (i.e. DAB and PRC) with Data Beach practice areas and traffic patterns (including 45 deg. dogleg to downwind) and Prescott (still a work in progress for the years 1996 thru 2003). VFR vs. IFR (statistically insignificant for DAB, where 99%% were VFR reports, but may prove significant for PRC, where more solo NMACs were reported in addition to dual. Derived from text
Airports; Collisions; General Aviation Aircraft; Safety; Installing; Position (Location)
20060002284 Spectra Research Systems, Inc., Arlington, VA, USA
The Single Integrated Airspace Approach to Global Airspace: One World-One Airspace-One Perception
Laska, William D.; Edwards, John; Caudill, Dirk; Chrisman, Andrew; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-21; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
After September 11th the number of flights worldwide decreased substantially. More than three years later, the situation has returned to normal, and future projections indicate the demand for air transportation will outpace our ability to handle these increases efficiently. This is especially true since the industry continues to use antiquated technologies and processes for Air Traffic Management (ATM).
The ability to maintain high levels of safety as more and more aircraft fly in and through controlled airspace is of greatest concern. This concern is exacerbated as the projected numbers of non-traditional types of aircraft, (i.e. UAVs and Micro Jets) are in use. The USA Department of Defense (DoD) is trying to resolve a similar problem in controlling DoD use airspace with increasing lethality without sacrificing safety (e.g., fratricide). This problem is common to many battle commanders that do not have a unified picture of the battle space.
The Single Integrated Air Picture (SIAP) concept was originally developed to resolve this lack of a common perception of the battle space. This includes knowing airspace participant structure, positions, logistics, and intentions. It is the foundation on which significant automated aids are to be based, which are among the next steps planned in SIAP evolution.
This paper introduces the SIAP concept and discusses how the Global Airspace System (GAS) modernization efforts worldwide will greatly benefit from its functionality. To understand the GAS completely, the entire air transportation system must be considered as a whole. This system comprises the air side of operations, as well as the land side, including everything before an airplane arrives at a terminal and after it leaves a terminal. This paper only considers the airside, understanding that some information is lost to focus better n the topic at hand.
The paper begins by briefly discussing the current airspace as a system of systems giving some indication of the complexities that must be understood before any modernization can be applied. Next, the SIAP concept is introduced by describing its potential as an enabling tool in the GAS. Finally,the paper discusses the emergent capabilities from the use of the SIAP concept applied to the GAS modernization. Author
Air Traffic Control; Air Transportation; Airspace; Aircraft Safety
20060002285 Mitre Corp., USA
Information Security for the Aviation Community: A Personal Perspective
Signore, Ted; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-18; In English; See also 20060002231; Original contains color illustrations Contract(s)/Grant(s): DTFA01-01-C-00001; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Information Security (INFOSEC) is a necessary component of all aeronautical systems in today's environment. Methods to determine, develop and achieve such security are well documented. Notably the National Institute of Standards and Technology (NIST) SP (Special Publication) and FIPS (Federal Information Processing Standards) series of publications provide a basis upon which many an organization s internal security procedures are based. This presentation provides a different and more informal perspective on the INFOSEC process by emphasizing the (sometimes contrarian) viewpoint of the author, gained through 10 years of aviation security work and 20 years of developing communication solutions for the aviation industry. Topics covered are: how and why commercial security products may not be applicable to the aviation community, the importance of developing a security solution from the inception of a project, how more formal (read NIST) security techniques may lead you astray, what should happen when your aeronautical security solution fails, what to expect when you undergo a security review, the relationship between the technical solution to your project and the security solution, why your system may never be approved for operation even if your system has passed all internal security checks. Derived from text
Security; Aeronautics; Civil Aviation
20060002296 Federal Aviation Agency, Atlantic City, NJ, USA
Airborne Internet: Applications Abound
Yost, Ralph; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-29; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
The Airborne Internet will provide a tremendous opportunity for new applications to be utilized on board aircraft. Flight deck functionality can be greatly improved when the Airborne Internet is implemented and the Collaborative Information Environment (CIE) is the enabling technology to transform the flight deck from a relatively static information user to a dynamic node on an information network. Through the use of TCP/IP and XMLWeb Services, the Airborne Internet CIE will provide the foundation upon which numerous new applications can be used by the people in aircraft. Airborne Internet CIE applications could include the System Wide Information Management (SWIM), Controller Pilot Data Link (CPLDC), regular downloading of the aircraft s 'black box' data, priority TCP/IP message delivery, voice over IP (which then could be used as voice in the Oceanic or Gulf of Mexico airspace), better and enhanced weather information, Airport/Facility Directory, FAA NOTAMs (including 'special use airspace (including TFR)), telemedicine, special homeland security functions, and electronic flight bag applications such as conflict detection and avoidance. Flight deck applications could be commanded and controlled by the flight crew s voice rather than mouse, keypad and pointing devices which are clumsy and difficult to use in the sometimes high turbulence environment of an aircraft. Author
Internets; Airborne Equipment; Information Management; Flight Control; Data Links; Airspace; Document Markup Languages
20060002302 Federal Aviation Administration, USA
The Federal Aviation Administration (FAA) System Wide Information Management (SWIM) Program
Loynes, John W.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-17; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Information management is a key element to future improvements in National Airspace System (NAS) safety and capacity. Current NAS systems are mostly hard-wired in point-to-point configurations, do not share information with each other, and have individual data management process, even if the data is the same. This is costly and inefficient, but more importantly, vital information is not readily available to all who need it.
To address these problems, FAA has initiated the System Wide Information Management (SWIM) Program. SWIM will develop and implement policies, standards, infrastructure, and tools to permit NAS-wide information sharing. With SWIM execution, FAA will be able to move to network enabled or network centric operations.
Network enabled operations is a synergistic operational mode that leverages the capabilities of networks by linking individual systems together and allowing them to interoperate. The international aviation community, other government agencies and industry are all embracing concepts of network enabled operations. There is a definitive need for shared information in the NAS and by Presidential directive, with other government agencies. SWIM will provide the NAS with the capability to securely access the right information in the right format at the right time at the right location.
Ultimate integration with systems and sensors from other agencies will allow FAA to share information for homeland security, national defense, and other governmental purposes. Meanwhile, the availability of information in a timely fashion promises significant operational, efficiency and cost savings benefits to all members of the NAS community. SWIM will be an IP-Based (Internet-like network-enabled) architecture that permits sharing of information between all users and systems, delivers game-change cost benefits, and prepares a NAS infrastructure for implementing the Next Generation Air Transportation System. By applying a modern information management approach, SWIM will bring value to FAA legacy systems and provide the platform for future systems. Derived from text
Air Transportation; Information Management; National Airspace System; Systems Engineering; Air Traffic Control
20060002308 AeroTech Research, Inc., Hampton, VA, USA
An Integrated Turbulence Avoidance Decision-Aid for Pilots, Dispatchers & Controllers
Robinson, Paul A.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-20; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Turbulence has been identified by the FAA, NTSB, and airline sources as the leading cause of aviation injuries, which costs the major airlines at least $100 million per year. This paper will describe such a distributed turbulence avoidance decision-aid, its communications requirements, and its operational concepts in optimizing the use of airspace in regions of turbulence. The work draws on experience gained by the in-service evaluation of a prototype turbulence reporting system on Delta Air Lines aircraft currently underway. In an effort to reduce turbulence accidents, the Turbulence Prediction and Warning Systems (TPAWS) element of NASA s Aviation Safety Program is developing technologies to reduce the turbulence accident rate by 50% by 2007.
This paper will focus on the application of one of the systems under development in TPAWS the Turbulence Auto-Pirep System (TAPS) - which utilizes reports of aircraft experienced turbulence loads as the basis for generating realtime turbulence reports. These reports are downlinked to the ground and uplinked/datalinked to other aircraft. Such a system provides a real-time graphical display of the location and severity of turbulence hazards in the cockpit as well as on the ground. TAPS removes the subjectivity and latency in current, verbal, PIREPS. The downlinking and display of TAPS reports to dispatchers ground stations is currently undergoing an in-service evaluation on Delta Air Lines B-737-800, B-767-300/300ER, and B-767-400ER aircraft1. This paper will deal with the much broader application of TAPS.
Effective avoidance of turbulence hazards requires the coordinated information sharing amongst three key parties: flight crews (pilots), dispatchers, and air traffic controllers. This applies both for the strategic flight planning element, as well as the tactical in-flight avoidance of turbulence. For all three parties, there are different requirements for the turbulence hazard information. While all parties primary concern is the safe operation of the aircraft, pilots are concerned for the prevention of injuries of crew and passengers due to unexpected encounters with turbulence, dispatchers want to provide the most efficient and economical routing, and controllers, while maintaining spacing between aircraft, want to optimize the use of the airspace, thereby maximizing capacity. In order to collaborate effectively in the strategic and tactical avoidance of turbulence, all must have the appropriate information in the right form, and with an understanding of how it can and should be used. Derived from text
Turbulence; Warning Systems; Prediction Analysis Techniques; Aircraft Safety; Decision Support Systems; Downlinking; Systems Engineering; Real Time Operation; Flight Safety
20060002309 AeroTech Research, Inc., Newport News, VA, USA
In-Service Evaluation of a Prototype Turbulence Auto-PIREP System (TAPS)
Prince, Jason B.; Robinson, Paul A.; Amaral, Christian; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 16 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Aircraft encounters with turbulence are the leading cause of injuries in the airline industry and result in significant human, operational, and maintenance costs. A large contributor to these encounters is that flight crews do not possess sufficient knowledge of the location and severity of potential turbulence hazards to their aircraft.
The Turbulence Auto-PIREP System (TAPS) is an autonomous system that provides real-time objective reports of turbulence encounters in an effort to improve the pilots and ground operations personnel's situational awareness of potential turbulence hazards.
TAPS was developed as part of the Turbulence Prediction and Warning Systems (TPAWS) element of NASA's Aviation Safety and Security Program (AvSSP), whose goal is to develop technologies that reduce the turbulence accident rate by 25-50% by 2007. Under TPAWS, AeroTech Research has spearheaded a government/industry initiative with Delta Airlines and ARINC, in which TAPS reporting algorithms have been installed on the Delta B737-800 fleet (71 aircraft) and tested in revenue service. This initiative involves the development of the reporting system, communications infrastructure, and ground station display, which are all components of the Turbulence Auto-PIREP System.
The purpose of this initiative is to evaluate the algorithms and concepts during realistic operational conditions, to understand the communication pathways for the TAPS information (Air-to-Ground), and to develop displays that portray this information based on user (pilots, dispatchers, etc.) needs, requirements, and operations. The goal is to improve the situational awareness of turbulence and to provide operationally useful information to the end user.
When an aircraft in which TAPS algorithms are installed encounters significant turbulence, a TAPS report is generated based upon the experienced loads and is automatically broadcast to a ground station, via an ACARS message, for dissemination, archiving, and display. The ACARS message is received by an ARINC ground station and integrated into their Web Aircraft Situation Display (WebASDSM) software. ARINC's WebASDSM has been modified to incorporate TAPS reports and graphically display them in real-time. The reports are illustrated by icons representing turbulence levels of light, light-moderate, moderate-severe, and severe, which are consistent with established standard weather symbols for turbulence. Derived from text
Autonomy; Civil Aviation; Prototypes; Real Time Operation; Turbulence; Systems Engineering
20060002314 National Center for Atmospheric Research, Boulder, CO, USA
Air Traffic Management Decision Support Using Integrated Methods of Diagnosing and Forecasting Aviation Weather
Lindholm, Tenny A.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 39 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Six aviation weather hazard areas are currently being addressed at the National Center for Atmospheric Research (NCAR) Research Applications Laboratory (RAL) through emerging weather products: convection and convective hazards; in-flight icing; turbulence (terrain-induced, convective-induced, jet stream, and shear); remote and oceanic weather hazard diagnosis and forecasts; ceiling and visibility, and winter weather hazards on the ground. These products are being transitioned to operations for use by pilots, dispatchers, flight service specialists, and air traffic controllers/managers. Underlying research, verification, dissemination methods, and user interface/display development have been sponsored primarily by the FAA Aviation Weather Research (AWR) Program, with joint sponsorship from the NASA Aviation Safety Program (AvSP). This paper describes integrated methods of diagnosing and forecasting aviation weather hazards using 'fuzzy logic' or expert system framework techniques, and the current status of operational transition of these revolutionary new products. It will also describe methods of getting the most current weather information to the end user, including data link and real-time display in the cockpit. Since these new products are four-dimensional, unique display concepts for the end user will also be covered. Finally, issues relating to how these new products can provide decision support to air traffic managers are identified. Author
Weather Forecasting; Air Traffic Control; Aircraft Safety; Expert Systems; Real Time Operation; Turbulence; Ice Formation; Flight Safety
20060002321 SENSIS Corp., Dewitt, NY, USA
Range Enhancement to Wide Area Multilateration Processing
Beyer, Jeffrey; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 28 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Traditional multilateration systems use a constellation of sensors to receive a single aircraft transmission and calculate a very accurate position estimate using Time Difference of Arrival (TDOA) techniques. Geometric Dilution of Precision (GDOP) is a measure of the target localization precision that can be obtained from a constellation of sensors using TDOA processing. The GDOP associated with target localization within the boundary of a constellation of sensors is relatively small and constant. As a target moves outside the constellation of sensors, the GDOP increases rapidly as the ratio of target range to system baseline (distance between sensors) becomes large, rendering target localization impractical a relatively short distance outside a sensor constellation. Recent research has yielded enhancements in multilateration processing techniques to reduce the GDOP outside a constellation of sensors significantly improving the quality of surveillance. This paper demonstrates how the enhancements in multilateration processing techniques which reduce the distribution of sensors required to provide multilateration surveillance over a wide area. In addition, the positional accuracy of a developmental wide area multilateration system with the enhancement is compared to the positional accuracy of traditional TDOA processing techniques. Author
Computerized Simulation; Systems Engineering; Data Processing; Tracking (Position)
20060002323 Microflight, Inc., USA
Airborne Internet Consortium Forum
Meer, James; Yost, Ralph; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 3 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A01, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
The goals and objectives of this workshop are: 1) Review the ICNS Conference and AI Session; 2) Gain feedback from participants; and 3) Seek participant observations about the AI Consortium and Public/Private Partnership. Derived from text
Internets; Organizations; Air Traffic Control
20060002327 Federal Aviation Administration, Washington, DC, USA
Departure Exclusion Zone (DEZ) - a Future Concept to Enhance Runway Operations Using Aircraft Derived Data
Primeggia, Carmine; Hodgkins, Philip D.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005; 29 pp.; In English; See also 20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
This paper highlights a concept for a Departure Exclusion Zone tool (DEZ).Wake turbulence accidents and incidents have been, and continue to be, a significant contributor to the worldwide safety statistics. The National Transportation Safety Board (NTSB) has raised concern over 'the adequacy of air traffic control procedures' and 'pilot knowledge related to the avoidance of wake vortices.' The safety concern of wake vortices, particularly when lighter aircraft are following heavy aircrafts, has caused the Federal Aviation Administration (FAA) to enact minimum separation requirements during the arrival and departure phases of flight. The wake-turbulence separation criteria, while necessary, are currently a limiting factor in several airport capacities. Current air traffic control procedures on vortex has focused on aircraft separations 2.5 miles at some facilities on arrival to airports, but in many cases, the departure queues for certain runways are more severely limiting to airport capacity than are arrival constraints. This paper examines the technical requirements for a system that relieves the departure constraints enhancing the efficiency of runway operations. The proposed system uses the Flight Management System (FMS)/autopilot to establish tracks that avoid the wake of the preceding aircraft. The Europeans are mandating Downlink of Aircraft Parameters (DAP) of certain aircraft flight data parameters that make it possible to add the elements needed to calculate the wake characteristics of any model aircraft. These additional parameters are called extended DAP ( eDAP). Given that an aircraft can provide meteorological (wind, temperature and air density) and state data (model, speed, weight, etc), the wake vortices can be calculated with sufficient accuracy to develop individual departure routes (tracks) for each aircraft to avoid the wake of the preceding aircraft. The proposed DEZ system acquires the aircraft data, calculates the exclusion zone for each aircraft and provides the results to the controller's display and to the cockpit. Author
Runways; Air Traffic Control; Air Transportation
Source: NASA.
|
IHS sells products and services designed to meet the needs of today's aviation & aerospace engineers, including:
- Quick access to FAA, JAA, ICAO and UK-CAA information and regulations.
- Validated engineering methods, data, principles, worked examples, programs and related equations on over 1340 specific aerospace, process, structural and mechanical engineering topics.
- The IHS Fasteners eCatalog, providing decision support for the identification, specification and sourcing of aerospace & defense standard fasteners/hardware such as bolts, screws, nuts, washers, rivets, studs, etc.
- Standards documents and collections from the top aerospace & aviation standards development organizations, including SAE International, AIAA, AIA, FAA and NASA.
|
>