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Sorted By Presentation Date
Communications, Navigation, Surveillance and Avionics within a 2020 Future Vision
May 3, 2006
Robert Morgenstern
NASA ICNS Conference & Workshop 2006 (Hyatt Regency Baltimore, Baltimore, Maryland USA)
View abstract [+]
There has been much recent work exploring new paradigms for the operation of the future National Airspace System (NAS). One common element explored is the sharing of separation responsibility between the ground controller and pilot. This concept explores placing the controller into a more strategic role to identify issues and resolutions and relying on the flight crew to implement the resolution and maintain separation during the maneuver. This paper briefly describes the analysis of the communications, navigation, surveilland and avionics implicatioins of operating with aircraft separation responsibilities shared between the controller and pilot. Primary focus is on pair-wise crossing maneuvers and merging operations. Particular attention in the analysis was given to identifying missing enabling technologies to accomplish the new operational concepts.
Integrating Improved Weather Forecast Data with TFM Decision Support Systems
January 29, 2006
Joseph Hollenberg, Mark Huberdeau, L. Klinker
86th AMS Annual Meeting (Georgia World Congress Center, Atlanta, Georgia USA )
View abstract [+]
During the severe weather season, generally
encompassing the months of March through
October, the Federal Aviation Administration
(FAA) and National Airspace System (NAS)
customers collaborate on strategies to minimize
the disruption convective weather has on traffic
flows. After many observations of
transcontinental rerouting decisions, a Transcon
Options paper was published in the Journal of
Air Traffic Control, April 2004. The proposal
suggested that on days when convective
weather was forecast over large areas of the
eastern states, departures from western airports
would file flight plans for customer preferred
routings to decision point(s) west of the forecast
weather area and then include a reroute around
the forecast weather area along a Constraint
Avoidance Route to Destination (CARD). If
weather develops, aircraft are afforded the
opportunity to operate along customer preferred
routes for at least a portion of their flight. If the
weather does not develop and only if controller
workload permits, air traffic control (ATC) could
allow flights to continue through the forecast
weather area.
As proposed, the Transcon Options concept
allows customers to operate their flights along
customer preferred paths for most of their flight.
This paper suggests that by using existing and
integrating improved weather forecast products
with Traffic Flow Management (TFM) Decision
Support Systems (DSSs), flow managers and
customers can better collaborate on reroutes to
avoid weather and provide the customer with
fuel efficient routing alternatives.
L1C Signal Design Options
January 26, 2006
John W. Betz, Christopher J. Hegarty, Howard H. Ma, Joseph J. Rushanan
2006 ION National Technical Meeting (Hyatt Regency Hotel, Monterey, California USA)
View abstract [+]
Design activities for a new civil signal centered at 1575.42 MHz, called L1C, began in 2003, and the Phase 1.
effort was completed in 2004. The L1C signal design has evolved and matured during a Phase 2 design activity that began in 2005. Phase 2 has built on the initial design activity, guided by responses to international user surveys conducted during Phase 1. A common core of signal characteristics has been developed to provide advances in robustness and performance. The Phase 2 activity produced five design options, all drawing upon the core signal characteristics, while representing different blends of characteristics and capabilities. A second round of international user surveys was completed to solicit advice concerning these design options. This paper provides an update of the L1C design process, and describes the current L1C design options. Initial performance estimates are presented for each design option, displaying trades between signal tracking robustness, the speed and robustness of clock and ephemeris data, and the rate and robustness of other data message contents. Planned remaining activities are summarized, leading to optimization of the L1C design.
Global ATM Harmonisation from an R&D Perspective
January 1, 2005
Amr ElSawy, Glenn Roberts, Hans Offerman
Global CNS/ATM Harmonization - U.S. Plans and Global Implementation Imperatives
November 3, 2004
Amr ElSawy, Frank Buck, Elvan McMillen
ATCA 49th Annual Conference and Exposition (Marriott Wardman Park Hotel, Washington, DC )
Verification of Convective Forecasts
August 4, 2004
Jennifer Mahoney, Barbara Brown
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Predictability and Uncertainty in Air Traffic Flow Management
June 15, 2004
Joshua W. Pepper; Kristine R. Mills; Leonard A. Wojcik
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
This paper presents an analysis of traffic flow management (TFM) events of two types: en route events in the Pennsylvania (PA) region of the U.S. and events affecting the Chicago OHare airport (ORD) terminal area. We present a method of accounting for uncertain weather information at the time of TFM decisions, based on Bayesian decision networks. However, we show that data from past TFM events is, by itself, insufficient to distinguish between the efficacy of different strategic TFM decisions, at least for delay, cancellation, diversion, and departure backlog performance metrics. Patterns in TFM performance metrics exist, but there is wide variability across TFM events. Other, less comprehensive metrics that address how well TFM plans execute without undesirable modifications may distinguish among TFM actions better. Modeling as a means to augment data from actual TFM events is discussed. Learning and adaptation implications for the TFM system are presented.
Dynamic Density and Complexity Metrics for Real-time TFM
June 25, 2003
Anthony J. Masalonis; Michael B. Callaham; Craig R. Wanke
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
This studys goal was to model airspace Dynamic Density and complexity (and hence controller workload) using traffic characteristic metrics. The focus was on metrics that could eventually enable Traffic Flow Management (TFM) personnel to strategically prevent overloads using triggers other than predicted sector traffic count. Potential metrics from past studies were assessed in terms of how well they could be predicted at time horizons required for TFM decision support (up to 120 minutes), and their face validity. Also, proportional odds logistic regression determined the metrics usefulness for predicting subjective complexity ratings collected in an FAA-NASA study. Based on these analyses, a subset of 12 metrics was chosen (from the original 41). Further multiple regression analyses were conducted with this reduced model, to determine which metrics provided unique contributions to the prediction of subjective complexity, and to see the extent to which the same complexity factors related to subjective workload in different airspaces. Structured interviews with a sample of eight Traffic Management Coordinators were used to cross-check the quantitative findings. Specific aircraft proximity, density, and airspace structure metrics were found potentially useful for real-time TFM decision support. Many of the useful metrics were normalized and smoothed measures from an algorithm developed by Wyndemere, Inc. Also, it was found that different metrics related to subjective complexity in different centers, but the differences were small enough that a generalized set of complexity metrics might be applicable to multiple airspaces, at least in the near term. Future work could determine the viability of airspace-adapted complexity algorithms. The fact that multiple types of metrics are useful suggests that a multidimensional visual representation of predicted workload might be useful in TFM, as opposed to combining all relevant factors into a single metric.
Capacity Enhancements in IMC for Airports with Converging Configurations with Knowledge of Aircraft's Expected Final Approach Speeds: a Case Study
June 15, 2003
Anand D. Mundra; Carrie L. P. Bodoh; David A. Domino; Ahmed El-Sahragty; John R. Hellenberg; Arthur P. Smith, III
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
This paper documents current results from the analysis of a method for increasing the capacity of airports with converging runway configurations in instrument meteorological conditions by using knowledge of expected aircraft landing speeds. The concept builds on existing standards and procedures authorized for dependent converging approaches. Taking Chicagos OHare airport as an example, the paper documents potential benefits of the proposed procedure with expected levels of inaccuracies in predicted final approach speeds and the level of required airline participation in order to realize these benefits. The paper discusses factors affecting the planning and prediction of aircraft final approach speeds, and provides results of a pilot survey regarding these factors. Results of the survey include pilot estimates of the accuracy with which they actually land compared to what they plan. The paper identifies potential methods for determining expected approach speeds and goes on to discuss data link options for making this information available to the terminal automation for integration into required controller tools. Finally, the paper describes efforts currently underway in determining the ATC feasibility of the procedure and potential transition to these capabilities.
Initial Evaluation of URET Enhancements to Support TFM Flow Initiatives, Sever Weather Avoidance, and CPDLC
June 15, 2003
Daniel B. Kirk; Richard Bolczak
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
The MITRE Corporations Center for Advanced Aviation System Development (CAASD) and the Federal Aviation Administration (FAA) are currently developing a set of enhancements to the User Request Evaluation Tool (URET) conflict probe. These enhancements are designed to further the support provided by URET for strategic Air Traffic Control, by extending the URET analysis and detection capabilities to new types of problems (e.g., severe weather), and facilitating the delivery of clearances using data link communications. The URET enhancements described in this paper provide support for the implementation of Traffic Flow Management (TFM) Flow Initiatives, severe weather avoidance, and assistance in clearance delivery using the FAAs Controller Pilot Data Link Communications capability. The URET problem detection capabilities are enhanced to indicate where controller action may need to be taken to implement a Miles in Trail Flow Initiative, or assist with severe weather avoidance. Analysis capabilities for these situations are provided by enhanced URET displays and Trial Planning capabilities. This paper provides a description of these enhancements as currently implemented in the CAASD En Route Research Prototype, their Concept of Use, and the methodology and results of initial laboratory evaluations.
A Phased Approach to Increase Airport Capacity Through Safe Reduction of Existing Wake Turbulence Constraints
June 15, 2003
Anand D. Mundra; Wayne W. Cooper, Jr.; Benjamin S. Levy; Clark R. Lunsford; Arthur P. Smith, III; Jeffrey A. Tittsworth; Steven Lang [FAA]
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
This paper outlines the operational issues involved in using knowledge of wake turbulence behavior to develop candidate terminal approach procedures that would increase arrival capacity at a variety of United States airports. Later procedures build incrementally on the experience that would be gained with these initial procedures. The process by which the Federal Aviation Administration (FAA) and The MITRE Corporations Center for Advanced Aviation System Development (MITRE/CAASD) have been analyzing these candidate procedures will be discussed. This process is part of the broader effort to implement an FAA/National Aeronautics and Space Administration (NASA) Wake Turbulence Research Management Plan (RMP).
Two candidate procedures, and their operational variations, are described in detail, along with expected capacity benefits at selected airports. The analysis methodology is described. The first procedure is a near-term proposed change to the 2500 foot separation minimum for dependent approaches to two parallel runways. The second procedure is a mid-term proposed change to reduce wake constraints for departures from parallel runways spaced closer than 2500 feet using a short-term prognosis of crosswinds at and near the area of aircraft rotation. Activities, such as additional wake data collection at a field site, that are planned during the current year to advance towards the specific design and implementation of the procedures are also briefly outlined.
Commercial Aviation Accidents Before and During the Alaska Capstone Implementation of ADS-B, FIS-B, Terrain Situational Awareness and Expanded IFR Infrastructure
June 15, 2003
W. Worth Kirkman
5th EUROCONTROL / FAA ATM R&D Seminar (Budapest, Hungary)
View abstract [+]
Capstone is a joint initiative by the Federal Aviation Administration Alaska Region and the aviation industry to improve aviation safety and efficiency in Alaska by using ADS-B and related broadcast technologies for surveillance, enhanced situational awareness, and flight information. The Phase 1 implementation of Capstone is taking place in the watershed of the Yukon and Kuskokwim rivers in Southwest Alaska the YK Delta which is relatively isolated, has had limited infrastructure, and has had a high rate of aviation accidents. Capstone began installing avionics in aircraft in November 1999, and continues to install and improve ground infrastructure.
Capstone Phase 1 targets four serious safety problems in Alaska: enroute Controlled Flight Into Terrain (CFIT), mid-air collisions, inadequate flight information particularly weather, and inadequate infrastructure supporting Instrument Flight Rules (IFR) operation. Capstone is closely related to the Safe Flight 21 program1,2, which has been conducting evaluations of ADS-B and related capabilities at aircargo hubs in the eastern-central United States. This paper characterizes types and relative rates of commercial aviation accidents in the YK Delta before Capstone. It describes the Phase 1 capabilities, and calculates changes in accident rates for CFIT and mid-air collisions that should be expected from implementation progress to date. Rates and types of accidents during implementation are compared against these predictions. Rates of accidents are also compared between Capstone-equipped and nonequipped aircraft. Rates of accidents in categories specifically targeted by Capstone have decreased, and the rate of accidents for Capstone-equipped aircraft has been lower than for those not equipped. However, experience and data are not yet sufficient to confidently draw conclusions about long-term changes in safety and rates of accidents.
PDF Version of Conference Web Page(FAA/Industry Collaborative Weather Rerouting Workshop: Administrative)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Workshop Agenda (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Workshop Brochure (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Airline Focus Area Discussion Summaries (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
ATC Focus Area Discussion Summaries (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
TFM Focus Area Discussion Summaries (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Working Sessions (FAA/Industry Collaborative Weather Rerouting Workshop)
April 10, 2001
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Collaboration - Beyond the Buzzwords
April 10, 2001
Amr A. ElSawy
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
Weather Products for Decision Support Tools
April 10, 2001
Joe Sherry
FAA/Industry Collaborative Weather Rerouting Workshop (CAASD Headquarters, McLean, VA)
National Airspace System Operational Evolution Plan-Seven Steps to Add Capacity
April 3, 2001
Amr A. ElSawy
View abstract [+]
The flexibility to accommodate short peaks in demand or adjust to severe weather conditions has disappeared at all levels in the system as demand has grown to the limits for key airports, and load factors offer minimal room for accommodating passengers on alternate flights. These circumstances have reaffirmed the need for a comprehensive plan to address the gap between demand and capacity.
With this as the backdrop, the FAA initiated the development of an operationally oriented plan for NAS evolution that integrates and aligns the FAA's activities with those of industry. Existing plans were reviewed and integrated to organize a NAS operational evolution around specific capacity-demand problems: arrival/departure throughput at airports, en route congestion, enroute severe weather, and severe weather conditions that regularly disrupt operations at key airports. The approach was to focus on objectives for enhancing capacity and maintaining safety.
The Anatomy of Delays: Complexity and Interconnectivity of the National Airspace System Traffic Flow
February 16, 2001
Agam N. Sinha; Diane E. Boone
View abstract [+]
CAASD helps the FAA understand the genesis and dynamics of current problems in the air traffic management system and proposes solutions. Small imbalances cause wide-ranging problems. To understand the problems behind the increasing frequency of severe delays, CAASD's analytical team modeled the interconnectivity between traffic flows and airports. This briefing was presented at the Transportation Research Board's conference on "Aviation Gridlock: Understanding the Options/Seeking Solutions, Part I--Demand Management of Airport Capacity." It shows three different scenarios from actual operations in June of 2000 that highlight the kinds of problems that can cause delays throughout the National Airspace System.
Description of an Ionospheric Spatial Gradient Irregularity Detector for WAAS
September 15, 2000
M. Bakry El-Arini; Roland O. Lejeune
View abstract [+]
In the Wide Area Augmentation System (WAAS), one of the functions is the generation of the ionospheric delay estimates and an estimate of the post correction error bounds. However, ensuring with a high degree of confidence that the post-correction error bounds meet their integrity requirement has proven to be more difficult than anticipated. The difficulty stems mostly from the wide range of ionospheric conditions that the system may face over its lifetime. Given that the conditions that would challenge the system the most (severe geomagnetic storms) are relatively rare, system designers have moved toward an initial design constraining the availability of the service to non-severe ionospheric conditions. To that end, the design has been augmented with ionospheric irregularity detectors. Various types of ionospheric irregularity detectors have been examined. Among these are spatial gradient, temporal gradient, and Chi-square detectors. This paper discusses the initial design and the performance of a spatial gradient irregularity detector.
Restriction Relaxation Experiments Enabled by URET, a Strategic Planning Tool
June 15, 2000
Joseph C. Celio; Michael J. Burski (FAA)
View abstract [+]
The User Request Evaluation Tool (URET) is a decision support tool that supports strategic planning by the sector team and is a potential "enabler" for free flight. The tool is used on a daily basis at two en route centers with approximately 750 operational personnel trained in its use. It has replaced strips as the primary tool for controller strategic planning. The next phase in the program is to utilize the capabilities of the tool to migrate toward an ATC system that separates aircraft from aircraft rather than aircraft from airspace. This paper describes efforts to measure the benefit from relaxing certain restrictions due to the availability of a strategic planning conflict detection tool such as URET. These efforts began in May 1999 and will continue through 2000. Operational personnel at the two centers have reviewed the restrictions in effect at each site and identified candidates for relaxation evaluations and possible elimination in the future. Several evaluations have taken place since May 1999 in which the utilization of the URET tool allowed some restrictions to be relaxed, which resulted in aircraft being allowed to remain at altitude for a longer time period. The resulting fuel savings were estimated.
Preliminary Observations About Providing Problem Resolution Advisories to Air Traffic Controllers
June 15, 2000
Daniel B. Kirk, Winfield S. Heagy, Alvin L. McFarland; Michael J. Yablonski
View abstract [+]
This paper reports on research being conducted by The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) into providing a set of problem resolution advisories to air traffic controllers. The goal of this research is to assist the controller in the generation of strategic resolution maneuvers in complex, heavy traffic situations, and consequently facilitate an efficient, strategic mode of air Traffic Control (ATC) in these situations. These capabilities are currently being developed as an extension to the User Request Evaluation Tool (URET) prototype, and build on the URET capabilities to support a strategic mode of ATC operation. The primary focus of this research is termed Problem Analysis, Resolution and Ranking (PARR), which provides a ranked set of resolution maneuvers for aircraft-to-aircraft, aircraft-to-airspace, and metering problems. Resolutions are generated in a range of dimensions and directions, and support is provided for the rapid evaluation and implementation of results. Additional efforts involve the generation of automatically probed sets of altitude, direct-to-downstream fix, and speed maneuvers to enhance the existing URET menu displays. A graphical display is also being developed to assist the controller in the evaluation of the altitude probe results. This paper describes these resolution capabilities, presents data from real world scenarios, and discusses the results of initial laboratory analyses.
Managing Criticality of ASAS Applications [56k]
June 13, 2000
Beatrice Bonnemaison (CENA), Andrew D. Zeitlin (CAASD)
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
What must happen to assure that some aspects of separation services can safely be performed in the cockpit?
The ASAS concept proposes the transfer of responsibility for maintaining aircraft separation from the ground to the airborne side under specific conditions. With the emergence of an operational requirement for ASAS application, their safety issues need to be addressed as soon as possible. MITRE and CENA, which have been involved in ASAS and safety studies for many years, are particularly interested in doing so.
This paper presents the results of safety assessment work performed to date towards the prospect of developing and certifying ASAS applications, and indicates the direction foreseen for continuing work aimed at completing and introducing ASAS for useful operational service. Illustrative examples of criticality assessment of ASAS, including assessment for the aircraft segment and for the ground segment, are presented using the Operational Safety Assessment (OSA) methodology development by a joint committee of RTCA and EUROCAE.
Airspace Design and Arrival/Departure Planning for Brussels National Airport [95k]
June 13, 2000
Ferdinand Jacobs (Belgocontrol), Satish C. Mohleji (CAASD)
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
At airports without any plans to add new runways, it is imperative to best utilize the existing airport capacity in order to meet continued growth in traffic demand. One approach to maximize the use of airspace and airport is through efficient traffic planning in real time. This paper presents the development of a simulation prototype for Brussels National Airport to project demand in sectors or at fixes for advance traffic planning and load balancing, and to help sequence and schedule arrivals/departures to maximize runway utilization. Functions and algorithm in three phases of development are discussed. The paper also highlights the type of information the simulation generates for projected demand and aircraft situations in various sectors and over different fixes in the Belgium airspace, and provides illustrations of corresponding displays. The future traffic demand can be displayed at a specific future clock time or for selected time intervals as considered appropriate for making traffic flow decisions.
RNAV Near-Term Terminal Procedures Development [273k]
June 13, 2000
Thomas A. Becher, J. Jeffrey Formosa
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
Current terminal operations consist largely of vectoring of aircraft by controllers from the terminal radar approach control (TRACON) boundary to the final approach. The nature of vectoring causes large variations in the flight times and paths of aircraft in the terminal area. En route metering functions include planned terminal flight paths. These large variations make it more difficult to meter aircraft efficiently from the en route to the terminal airspace, which often results in aircraft flying extended paths in the terminal area, costing time and fuel. The large variations in flight times also result in poor schedule predictability for users, which can lead to poor on-time performance, disrupted bank schedules, and passenger delays. Defining arrival and departure routes in the terminal airspace can mitigate many of these problems.
CAASD has been working to develop and assess various near-term terminal area navigation (RNAV) procedures for Philadelphia International Airport (PHL) and Newark International Airport (EWR). These procedures, when implemented, will improve service, reduce required air/ground communications, enhance schedule reliability, improve operational efficiency, awareness for controllers and pilots. A key component to the RNAV procedure development is the collaborative development of the procedure involving the stakeholders.
A repeatable implementation process has been defined for developing RNAV terminal procedures based upon overlays of current flight operations. The process identifies stakeholders, data, steps, and schedules to take a procedure from design to public implementation. To support procedure development, CAASD developed the Terminal Area Route Generation, Evaluation, Traffic Simulation (TARGETS) tool. TARGETS allows procedure designers to use current operations as the starting point for designing an overlay route, to visualize the route, and to evaluate operational aspects of the route.
Controllers use the traffic simulation capability to assess impact on current air traffic control (ATC) operations, especially mixed equipage issues. In the paper, we discuss the RNAV procedure implementation process and the tools developed to support the process. Results of applying the process to RNAV procedures at PHL and EWR are presented. Lessons learned are reported and preliminary results on benefits obtained from implementing the routes are also reported.
The Effects of Schedule Disruptions on the Economics of Airline Operations [95k]
June 13, 2000
Zalman A. Shavell
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
Airlines depend on their ability to meet the requirements of their published schedules. However, various events ranging from severe weather to the failure of a crewmember to report for duty inhibit their ability to always satisfy their schedules. In some instance, as in the case of thunderstorms, only a single airport may be affected for a few hours. In others, a large weather system can disrupt airline schedules over thousands of square miles for several days. This paper examines the economic effects of disruptions to schedules at two levels. First, it examines the costs incurred by the airlines that resulted from severe weather affecting operations at Boston, MA from 8 - 10 October 1998. Second, the annual costs of disruptions to airline operations in the United States during 1998 were estimated and their significance discussed. This paper shows that regular events that disrupt airline schedules are an inescapable element of airline operations. In some cases the effects of these disruptive events are minimal. However, disruptions to airline operations can become severe, causing the airlines to delay, cancel or divert substantial numbers of flights and imposing substantial costs on them.
Analytical Identification of Airport and Airspace Capacity Constraints [86k]
June 13, 2000
Joseph Hoffman (CAASD), William R. Voss (FAA)
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
Identification of airport and airspace capacity constraints is complicated by the presence of Air Traffic Flow Management programs that protect congested airspace from becoming a safety problem. There are two ways to proceed: one may use a simulation to reproduce the operational environment without the ATFM, or one may analytically deduce the presence of the capacity constraint from the evaluation of performance metrics based on operational data. This paper describes a method by which the latter has been accomplished, using multi-dimensional user-oriented performance metrics to guide airspace redesign efforts in the eastern United States. Throughput, delay, predictability, and flexibility metrics contribute to the analysis. The analytical method is shown to have advantages in resources required and geographical scope. The broader scope can also be used to guide the choice of simulation parameters, when the greater precision of simulation is required in the later stages of an airspace or airport redesign.
Integrating the Cockpit with Air Traffic Management: The Concept of Path Objects [68k]
June 13, 2000
John N. Barrer
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
A path object is a set of instructions that would be used by an aircraft's Flight Management System (FMS), or area navigation (RNAV) computer, to construct a three dimensional flight trajectory, based on the values of parameters provided by the pilot or Air Traffic Control (ATC) system. The Path Object concept can be viewed as a high level "path language" with which aircraft and ATC systems communicate RNAV-based flight path intentions. Once a particular path object is established as part of an aircrafts route, it can be altered by changing any one of the parameters. One example of a path object would be an "S-turn" specified by the notation [ST1, P1, c, d, a], describing an S-shaped maneuver beginning at point, P1 along course "c", having an amplitude of deviation of "a," and returning to course at a distance d" from P1. Path Objects allow the dynamic alteration of RNAV routes in lieu of radar vectoring, with minimal communication requirements. Because of the compact expressions for the path objects, these procedures could be used in a voice communications environment as well as a data link environment. The concept of avionics-based Path Objects is a change in thinking about the role of avionics technology. It offers a means to include the precision of modern RNAV technology into the ATC system during the transition from todays system to the futures fully automated control system. It has the potential to enhance future ATM/CNS concepts and increase the utility and maintainability of the FMS/RNAV computer.
SafeFlight 21: The 1999 Operational Evaluation of ADS-B Applications [153k]
June 13, 2000
James J. Cieplak, Edward Hahn, Baltazar O. Olmos
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
Safe Flight 21 is a cooperative government/industry effort to develop enhanced capabilities for Free Flight based on evolving Communications, Navigation and Surveillance (CNS) technologies. Safe Flight 21 will demonstrate the in-cockpit display of traffic, weather and terrain information for pilots and will provide improved information for controllers. The new technologies on which this program is based include the Global Positioning System (GPS), Automatic Dependent Surveillance - Broadcast (ADS-B), Flight Information Services -- Broadcast (FIS-B), Traffic Information Service - Broadcast (TIS-B), and their integration with enhanced pilot and controller information displays. Safe Flight 21 will evaluate the safety, service and procedure improvements these technologies make possible.
The primary objective of the Safe Flight 21 program is to enable and expedite decisions by stakeholders on implementing nine operational enhancements identified by this forum. The program will do this by working with industry to demonstrate and evaluate these enhancements. Prior to committing the FAA and the users to a full scale implementation of these enhancements, there needs to be consensus among the FAA and industry on the feasibility and business case for the enhancements.
On July 10, 1999 a years worth of work in developing ADS-B technology and procedures was culminated in an operational evaluation in Wilmington, Ohio. That evaluation brought together 24 aircraft comprised of general aviation, commercial, military and government aircraft. Specific scenarios were flown that day to allow data to be taken to support the eventual implementation of this technology.
This paper focuses on the results from the Ohio Valley evaluation, including the benefits of enhanced visual acquisition and enhanced visual approaches using ADS-B and the data that will be used to support the ADS-B link decision.
Modeling Distributed Human Decision-Making in Traffic Management Operation [84k]
June 13, 2000
Leonard A. Wojcik, Keith C. Campbell, Wayne W. Cooper, Daniel P. Greenbaum
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
This paper describes results from a state-of-the-art computer simulation model of distributed human decision-making in Traffic Flow Management (TFM) operations when weather disrupts airline schedules. The computer model, called Intelligent agent-based Model for Policy Analysis of Collaborative TFM (IMPACT), is believed to be the world's first model to capture the behavioral complexity of human decision-making in TFM operations.
The Operational Assessment of Free Flight Phase 1 ATM Capabilities [105k]
June 13, 2000
Jeff Biros (TRW), Michelle Blucher (CAASD), David Knorr (FAA), Joseph Post (TRW)
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
The Federal Aviation Administrations Free Flight Phase 1 (FFP1) program is fielding five air traffic control automation systems that are intended to assist controllers and airlines with decision-making, thereby increasing the efficiency of operations. FFP1 tools will be deployed at a limited number of sites between 1998 and 2002, and evaluated to determine their operational effectiveness. The paper briefly describes the five FFP1 tools, and then discusses the collaborative approach being used to assess the operational impact of the programs on airspace system users and service providers. The metrics chosen for each tool, and the categorization method for these metrics, are presented. The methodology being used to quantify and assess these metrics is then discussed. The paper concludes with a case study of the passive Final Approach Spacing Tool (pFAST) at Dallas-Ft. Worth International Airport. The quantified effects of pFAST usage on airport acceptance rates, actual peak arrival rates, runway balancing, and peak operation rates are presented.
Predicting Congestion in the Northeast U.S.: A Search for Indicators [132k]
June 13, 2000
Emily Beaton, John F. Brennan, James S. DeArmon, J. Jeffrey Formosa, Kerry M. Levin, Shane Miller, Craig Wanke
Air Traffic Management 2000 Conference (Napoli, Italy)
View abstract [+]
The northeast U.S. is arguably the most congested airspace in the world. Four major New York airports have very high total operations counts and are concentrated geographically. Improvements are needed for flow managers decision support systems, to support proactive intervention leading to smoother arrival flows. A CAASD team addressed this issue by investigating predictive "indicators", i.e., quantifications that foretell a future situation with respect to the balance of air traffic demand and capacity at airspace resources. Most flights in the northeast last less than 70 minutes, so predictions of airspace congestion at least one hour ahead would be most useful, since flow control could therefore extend to pre-departure. Predictions are needed especially during visual meteorological conditions, when congestion is not necessarily an expected outcome. Our approach was to examine historical data, in search of identifiable air traffic management problem situations. These situations were then played-back using an integrated real-time model, combining two previously built CAASD systems (the Self-Managed Arrival Resequencing Tool [SMART] and the Collaborative Routing Coordination Tool [CRCT]. The simulation clock was halted one hour prior to the known situation (congested or not), and predictive indicators were evaluated. This paper documents the successful discovery of a congestion prediction indicator.
Implementing Global Air Traffic Management (ATM) [120k]
June 8, 2000
Dr. Chen-Chung Hsin
International Conference of the Air Traffic Control Association (Vancouver, British Columbia)
View abstract [+]
This presentation provides a tutorial in the issues of global ATM system modernization. It provides background in the functional elements of ATM, discussing the airborne and ground environments. ICAO's CSN/ATM concept - the basis of evolution of national aviation systems - is presented. Relationships and dependencies of ATM systems on underlying communications, navigation, and surveillance systems are identified. The impact of advanced ATM functions and capabilities (such as the User Request Evaluation Tool, URET) on aviation system performance is discussed. Finally, the presentation provides a status report on global ATM implementation, along with some lessons learned.
A Systems View of Controller - Pilot Communications Capacity [293k]
June 7, 2000
Amr A. ElSawy
International Conference of the Air Traffic Control Association (Vancouver, British Columbia)
View abstract [+]
Growth in US air traffic is expected to continue for the foreseeable future, underscoring the need now for action in evolving controller pilot communications. Such communications are critical to the efficient management of air traffic, but the evolution of communications capabilities require long lead times to: enact changes in the use of radio frequency spectrum; establish new communications procedures and train operational personnel in their use; allow aircraft operators to equip with new technology. This briefing presents the results of analyses showing the critical state of controller-pilot communications and the needs for action now to develop and implement technology solutions to increase communications capacity and system efficiency.
URET and Problem Resolution Enhancements (All-Weather Decision Support Planning Workshop)
May 31, 2000
Daniel B. Kirk, Joseph E. Sherry
TFM Decision Support Capabilities for "Constrained" En route Airspace
May 31, 2000
Steve M. Green (NASA Ames)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Collaborative Routing Coordination Tool (CRCT)
May 31, 2000
Celesta G. Ball, Joseph E. Sherry, Stephen M. Zobell
All-Weather Decision Support Planning Workshop (McLean, Virginia)
FAA Aviation Weather Research Program (AWRP) [All-Weather Decision Support Planning Workshop]
May 31, 2000
Gloria Kulesa (FAA)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Terminal/Transitional En Route Convective Weather Forecast (TCWF)
May 31, 2000
Marilyn Wolfson, Jim Evans (MIT/LL)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
ETMS Hubsite and Weather
May 31, 2000
Rick Oiesen (Volpe Center)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Terminal Domain Decision Support
May 31, 2000
Jim Evans (MIT LL), Tom Davis (NASA Ames)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Welcome and Introduction (All-Weather Decision Support Planning Workshop)
May 31, 2000
Mike Porter (FAA)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
FAA/Industry Spring 2000 Initiative [All-Weather Decision Support Planning Workshop]
May 31, 2000
Agam N. Sinha
All-Weather Decision Support Planning Workshop (McLean, Virginia)
National Convective Weather Forecasts (NCWF)
May 31, 2000
Cindy Mueller (NCAR)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Enhanced Traffic Management System (ETMS) [All-Weather Decision Support Planning Workshop]
May 31, 2000
Richard Fleagle (FAA)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
Weather Guidance from the Rapid Update Cycle
May 31, 2000
John Brown, Stan Benjamin (NOAA)
All-Weather Decision Support Planning Workshop (McLean, Virginia)
FAA LAAS Specification: Requirements for Performance Type 1 [120k]
May 1, 2000
V. Wullschleger, FAA William J. Hughes Technical Center, R. Braff, MITRE CAASD, T. Urda, FAA Headquarters
View abstract [+]
The FAA, under the Government Industry Partnership (GIP), entered Stage 0 with the agreement to develop LAAS standards for Performance Type (PT) 1. PT 1 is intended to provide for a level of operation down to Category I minimums. During Stage 0, GIP team members, Honeywell and Raytheon, participated in the LAAS Ground Facility (LGF) specification development. These requirements were derived in part from the FAA LAAS Requirements Document (RD) and the RTCA LAAS Minimum Aviation System Performance Standard (MASPS), DO-245. Also, harmonization between the International Civil Aviation Organization (ICAO) Ground Based Augmentation System (GBAS) Standards and Recommended Practices (SARPS) and the LGF specification was completed. FAA contractors from SRC, Rannoch, MITRE, and government personnel from the Naval Air Warfare Center (NAWC) participated in the development and harmonization efforts. The FAA also assembled a team of experts from Ohio University and Stanford University to assist with the LAAS architecture and to assist with recommendations on specific design details. This collaboration of efforts produced a LGF specification that was essentially a performance specification with little detail on design, allowing maximum flexibility for the GIP teams who are developing PT 1 LAAS without FAA funding. However, several areas of the LGF had to be addressed in the event that the FAA assumed system maintenance. Additionally, FAA Air Traffic Control (ATC) requirements to monitor the condition of the GPS constellation had to be met. This paper covers the basic performance requirements; accuracy, integrity, continuity, availability, and coverage. Details on the FAA operations and maintenance interfaces are given, including the ATC constellation alert. Finally, a status and summary of the FAA/GIP program is given.
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