NEWSKY - A concept for NEtWorking the SKY for civil aeronautical communications

In this paper, an overview of the NEWSKY project is given. This project is funded by the European Commission within the 6th framework program and will start in January 2007. The NEWSKY project is a feasibility study to clarify if it is possible to establish a heterogeneous network for aeronautical communications which is capable to integrate different communications systems as well as different applications into a single global aeronautical network. The envisaged applications comprise not only air-traffic control and management but also airline and passenger communications

Towards Autonomous Aviation Operations: What Can We Learn from Other Areas of Automation?

Rapid advances in automation has disrupted and transformed several industries in the past 25 years. Automation has evolved from regulation and control of simple systems like controlling the temperature in a room to the autonomous control of complex systems involving network of systems. The reason for automation varies from industry to industry depending on the complexity and benefits resulting from increased levels of automation. Automation may be needed to either reduce costs or deal with hazardous environment or make real-time decisions without the availability of humans. Space autonomy, Internet, robotic vehicles, intelligent systems, wireless networks and power systems provide successful examples of various levels of automation. NASA is conducting research in autonomy and developing plans to increase the levels of automation in aviation operations. This paper provides a brief review of levels of automation, previous efforts to increase levels of automation in aviation operations and current level of automation in the various tasks involved in aviation operations. It develops a methodology to assess the research and development in modeling, sensing and actuation needed to advance the level of automation and the benefits associated with higher levels of automation. Section II describes provides an overview of automation and previous attempts at automation in aviation. Section III provides the role of automation and lessons learned in Space Autonomy. Section IV describes the success of automation in Intelligent Transportation Systems. Section V provides a comparison between the development of automation in other areas and the needs of aviation. Section VI provides an approach to achieve increased automation in aviation operations based on the progress in other areas. The final paper will provide a detailed analysis of the benefits of increased automation for the Traffic Flow Management (TFM) function in aviation operations

Pseudolite Architecture and Performance Analysis for the FAA\u27s NextGen Airspace

By 2025 the FAA plans to have fully implemented its NextGen Airspace design. NextGen takes advantage of modern positioning technologies as well as automation, data sharing, and display technologies that will allow more efficient use of our ever busier National Airspace (NAS). A key element of NextGen is the transition from surveillance RADAR providing aircraft separation and navigation to the use of the GPS and Automatic Dependent Surveillance Broadcast (ADS-B). ADS-B couples the precision of the GPS with networked ground and airborne receivers to provide precise situational awareness to pilots and controllers. The result is increased safety, capacity, and access with reduced reliance on an outdated and costly existing infrastructure. Reliance on the vulnerable GPS requires a backup system with higher positioning accuracy than those that are in place today. The USAF 746th Test Squadron at Holloman AFB, in partnership with Locata Corp., has demonstrated an Ultra High Accuracy Reference System (UHARS) over the Holloman Range composed of pseudolites (ground based satellites) transmitting GPS like signals. This study evaluates the suitability of the UHARS when applied on a national scale to meet Alternate Precision Navigation and Timing (APNT) requirements. From a systems architecture perspective UHARS is evaluated against APNT CONOPs stated Operational Improvements and Scenarios. From a signal architecture perspective the UHARS is evaluated against frequency and bandwidth constraints, service volume requirements and positioning accuracy determined by NextGen Airspace aircraft separation criteria

Air Taxis: A Technological Breakthrough to Beat the Traffic Woes

Traffic problems across the major cities around the world and the ever-growing population have put immense stress on countries’ smart infrastructure needs and requirements, particularly in emerging economies such as India. In such countries, existing urban transport modes have failed to accommodate the rising travel demand, which means traffic congestion will likely multiply further in the coming years. This distressing situation creates opportunities for automobile and aircraft makers to develop state-of-the-art urban air mobility (UAM) solutions. The electric vertical take-off and landing (eVTOL) vehicles seem to represent the future of urban mobility. Commercialized air taxis have the potential to completely disrupt the urban transportation system and relieve the urban streets from congestion. The case discusses the factors facilitating a speedy drift towards adopting air taxis and the recent developments in the UAM industry. To explore the air taxi market opportunities and business feasibility, the case examines the UAM ecosystem, the related cost and technology components, the industry\u27s latest competitive landscape, and anticipated barriers to the successful implementation of the air taxi business. The case outlines allied businesses and complementary revenue streams that the UAM sector would encourage and, thus, help developing nations to grow technologically and economically

The application of NAVSTAR Differential GPS to civil helicopter operations

Principles concerning the operation of the NAVSTAR Global Positioning Systems (GPS) are discussed. Selective availability issues concerning NAVSTAR GPS and differential GPS concepts are analyzed. Civil support and market potential for differential GPS are outlined. It is concluded that differential GPS provides a variation on the baseline GPS system, and gives an assured, uninterrupted level of accuracy for the civilian community

Mineta Transportation Institute Report F-00-2

United States Secretary of Transportation Rodney E. Slater, as part of his annual transportation tour for 2000, took part in a round table discussion regarding the transportation needs of the Silicon Valley. The event was co-sponsored by the California Commonwealth Club and the Mineta Transportation Institute on June 24, 2000. Secretary Slater was joined by a panel of local transportation leaders and stakeholders. This publication is a transcript of that forum, 2025 Visioning Session — Silicon Valley.” Panelists included: • United States Secretary of transportation Rodney E. Slater • Steve Berglund, President and CEO, Trimble Navigation • Larry Dahms, Executive Director of the Metropolitan Transportation Commission • Dr. John A. Dearien, CEO, CyberTran International • Rod Diridon, Executive Director, the Mineta Transportation Institute • Dr. Gloria C. Duffy, Ph.D, Chief Executive Officer, Commonwealth Club of California • David Esmaili, Director, Advanced Transportation Technologies, West Valley College • Neil Garcia-Sinclair, Vice President, CyberTran International • Larry Gerston, Professor, Political Science, San José State University • Abdelaziz Hanif, Manager, Realty and Regional Transportation Specialist, NASA-Ames Research Center • Dr. Kathryn Heatley, Director, Outreach, member SVMG • The Honorable Zoe Lofgren, 16th Congressional District of California • Bill Lynch, Director of Navigation Services, Lockheed Martin Corporation • Norm McCraim, Deputy Chief of Staff, U.S. Department of Transportation • Norman Y.Mineta, Senior Vice President, Lockheed Transportation Systems Division • Jeff Morales, Director, Caltrans • The Honorable James Oberstar, 8th Congressional District of Minnesota • Dr. Donald L. Paul, Vice President of Technology and Environmental Affairs, Chevron Corporation • Dr. Stephen Van Beek, Deputy Administrator, U.S.Department of Transportation, Research and Special Programs Administration • Craig Van Kessell, Transportation Coordinator, Altran

Technical and economic viability of the implementation of approach systems (radio aids) in regional airfields (Viseu airfield case study)

Despite all the efforts made by various institutions towards aeronautical safety, accidents and incidents are likely to happen at any time and under any circumstance. Around half of these accidents, at a commercial level, tend to occur during the approach and landing phases. Approach systems were developed with the main objective to improve the safety index in these flight phases, reducing the inherent risks of its complexity. This equipment can be categorised as precision providing course guidance and glidepath and non-precision providing course guidance only. When we talk about air transportation, it’s hard not to associate the theme to the big airports in the world. Despite of them representing a crucial part of all the aeronautical industry, regional airports and airfields can’t be ignored, because they also reach unmatchable levels of importance for the people and the regions they represent. The case study utilised was Viseu airfield, and to confirm its importance for the region, the biggest local companies were inquired. After 19 answers, it was possible to confirm the relevance the airfield has or could have, being the preferential choice compared to the international airports of Oporto and Lisbon. The main objective of this work was to demonstrate to what extent the implementation of one of those approach systems in the airfield is viable, and which one would be the better option for this case, from a technical and economic view. The systems analysed for this study were ILS and GBAS, both precision equipment. After a technical and economic analysis, revealing the technical characteristics of the airfield, as well as its revenue from the charged fees, allied with an 80% funded project with a six-year investment recovery forecast, it was concluded that GBAS would be the most suitable option. GLS approach charts were then elaborated, based on already existing GNSS charts in the airfield.Apesar de todos os esforços desenvolvidos pelas várias instituições dedicadas à segurança aeronáutica, acidentes e incidentes continuam a ocorrer, independentemente de qualquer circunstância e momento. Cerca de metade desses acidentes, a nível comercial, verificam-se essencialmente durante as fases de aproximação e aterragem. Os sistemas de aproximação foram projetados com o objetivo principal de aumentar os índices de segurança nessas fases do voo, reduzindo os riscos inerentes à sua complexidade. Esses equipamentos podem ser divididos em sistemas de precisão (orientação lateral e vertical fornecida) e de não precisão (somente orientação lateral fornecida). Quando falamos de transporte aéreo, é difícil não associarmos o tema aos grandes aeroportos distribuídos pelo mundo. Apesar de eles representarem uma parte crucial de toda a indústria aeronáutica, não podemos deixar de relevar os aeroportos e aeródromos regionais, pois estes também alcançam níveis inigualáveis de importância para as pessoas e regiões que representam. O caso de estudo utilizado foi o aeródromo de Viseu, e para confirmar a sua importância para a região, foram inquiridas as maiores empresas locais. Após 19 respostas, foi possível confirmar a relevância que tem ou poderia ter o aeródromo, tendo sido este a escolha preferencial em comparação com os aeroportos internacionais do Porto e Lisboa. O principal objetivo deste trabalho foi demonstrar até que ponto a implementação de um desses sistemas de aproximação no aeródromo é viável, e qual seria a melhor opção para este caso quer do ponto de vista técnico quer económico. Os sistemas analisados para este estudo foram o ILS e GBAS, ambos equipamentos de precisão. Depois de uma análise técnica e económica, relevando as características técnicas do aeródromo, bem como as suas receitas provenientes das taxas cobradas, conciliadas com um projeto financiado em cerca de 80% e com uma previsão de recuperação do investimento em seis anos, concluiu-se que o GBAS seria a opção mais indicada. Posto isto, foram elaboradas cartas de aproximação GLS com base em cartas GNSS já existentes no aeródromo

U.S. Unmanned Aerial Vehicles (UAVS) and Network Centric Warfare (NCW) impacts on combat aviation tactics from Gulf War I through 2007 Iraq

Unmanned, aerial vehicles (UAVs) are an increasingly important element of many modern militaries. Their success on battlefields in Afghanistan, Iraq, and around the globe has driven demand for a variety of types of unmanned vehicles. Their proven value consists in low risk and low cost, and their capabilities include persistent surveillance, tactical and combat reconnaissance, resilience, and dynamic re-tasking. This research evaluates past, current, and possible future operating environments for several UAV platforms to survey the changing dynamics of combat-aviation tactics and make recommendations regarding UAV employment scenarios to the Turkish military. While UAVs have already established their importance in military operations, ongoing evaluations of UAV operating environments, capabilities, technologies, concepts, and organizational issues inform the development of future systems. To what extent will UAV capabilities increasingly define tomorrow's missions, requirements, and results in surveillance and combat tactics? Integrating UAVs and concepts of operations (CONOPS) on future battlefields is an emergent science. Managing a transition from manned- to unmanned and remotely piloted aviation platforms involves new technological complexity and new aviation personnel roles, especially for combat pilots. Managing a UAV military transformation involves cultural change, which can be measured in decades.http://archive.org/details/usunmannedaerial109454211Turkish Air Force authors.Approved for public release; distribution is unlimited

L-Band System Engineering - Concepts of Use, Systems Performance Requirements, and Architecture

This document is being provided as part of ITT s NASA Glenn Research Center Aerospace Communication Systems Technical Support (ACSTS) contract NNC05CA85C, Task 7: New ATM Requirements-Future Communications, C-band and L-band Communications Standard Development. Task 7 was motivated by the five year technology assessment performed for the Federal Aviation Administration (FAA) under the joint FAA-EUROCONTROL cooperative research Action Plan (AP-17), also known as the Future Communications Study (FCS). It was based on direction provided by the FAA project-level agreement (PLA FY09_G1M.02-02v1) for "New ATM Requirements-Future Communications." Task 7 was separated into two distinct subtasks, each aligned with specific work elements and deliverable items. Subtask 7-1 addressed C-band airport surface data communications standards development, systems engineering, test bed development, and tests/demonstrations to establish operational capability for what is now referred to as the Aeronautical Mobile Airport Communications System (AeroMACS). Subtask 7-2, which is the subject of this report, focused on preliminary systems engineering and support of joint FAA/EUROCONTROL development and evaluation of a future L-band (960 to 1164 MHz) air/ground (A/G) communication system known as the L-band digital aeronautical communications system (L-DACS), which was defined during the FCS. The proposed L-DACS will be capable of providing ATM services in continental airspace in the 2020+ timeframe. Subtask 7-2 was performed in two phases. Phase I featured development of Concepts of Use, high level functional analyses, performance of initial L-band system safety and security risk assessments, and development of high level requirements and architectures. It also included the aforementioned support of joint L-DACS development and evaluation, including inputs to L-DACS design specifications. Phase II provided a refinement of the systems engineering activities performed during Phase I, along with continued joint FAA/EUROCONTROL L-DACS development and evaluation support