Discussion on complexity and TCAS indicators for coherent safety net transitions

Transition between Separation Management in ATM and Collision Avoidance constitutes a source of potential risks due to non-coherent detection and resolution clearances between them. To explore an operational integration between these two safety nets, a complexity metric tailored for both Separation Management and Collision Avoidance, based on the intrinsic complexity, is proposed. To establish the framework to compare the complexity metric with current Collision Avoidance detection metrics, a basic pair-wise encounter model has been considered. Then, main indicators for horizontal detection of TCAS, i.e. tau and taumod, have been contrasted with the complexity metric. A simple method for determining the range locus for specific TCAS tau values, depending on relative speeds and encounter angles, was defined. In addition, range values when detection thresholds were infringed have been found to be similar, as well as its sensitivity to relative angles. Further work should be conducted for establishing a framework for the evaluation and validation of this complexity metric. This paper defines basic principles for an extended evaluation, including multi-encounter scenarios and longer look ahead times

An Airspace Simulator for Separation Management Research

Air Traffic Management (ATM) systems are undergoing a period of major transformation and modernisation, requiring and enabling new separation management (SM) methods. Many novel SM functions, roles and concepts are being explored using ATM simulators. Commercial simulators are capable, high-fidelity tools, but tend to be complex and inaccessible. The Airspace Simulator is a fast-time, discrete event simulator originally designed for exploratory ATM research. This thesis describes the redevelopment of the Airspace Simulator into a simulation platform better suited for researching and evaluating SM in future airspace. The Airspace Simulator-II has the advantage of new functionality and greater fidelity, while remaining high-speed, accessible and readily adaptable. The simulator models FMS-like spherical earth navigation and autopilot flight control with an average cross track error of 0.05 nmi for waypoint-defined routes in variable wind-fields. Trajectories are computed using the BADA v3.8 tabulated database to model the performance of 318 aircraft types. The simulator was demonstrated with up to 4000 total aircraft, and trajectories for 300 simultaneous aircraft were computed over 900 times faster than real-time. Datalink and radio-telephony communications are modelled between the air traffic and ATM systems. Surveillance is provided through ADS-B-like broadcasts, and an algorithm was developed to automatically merge instructions from conflict resolution systems with existing flight plans. Alternate communication, navigation, and separation modes were designed to permit the study of mixed-mode operations. Errors due to wind, navigational wander, communication latencies, and localised information states are modelled to facilitate research into the robustness of SM systems. The simulator incorporates a traffic visualisation tool and was networked to conflict detection and resolution software through a TCP/IP connection. A scenario generator was designed to automatically prepare flight plans for a large variety of two-aircraft encounters to support stochastic SM experiments. The simulator, scenario generator, and resolver were used for the preliminary analysis of a novel concept for automated SM over radio-telephony using progressive track angle vectoring

Real-time simulations to evaluate the RPAS integration in shared airspace

This paper presents the work done during the first year in the WP-E project ERAINT (Evaluation of the RPAS-ATM Interaction in Non-Segregated Airspace) that intends to evaluate by means of human-in-the-loop real-time simulations the interaction between a Remotely Piloted Aircraft System (RPAS) and the Air Traffic Management (ATM) when a Remotely Piloted Aircraft (RPA) is being operated in shared airspace. This interaction will be evaluated from three different perspectives. First, the separation management, its results are presented in this paper. Secondly, during the next year, the contingency management, also including loss of link situations and, lastly, the capacity impact of such operations in the overall ATM system. The used simulation infrastructure allows to simulate realistic exercises from both the RPAS Pilot-in-Command (PiC) and the Air Traffic Controller (ATCo) perspectives. Moreover, it permits to analyze the actual workload of the ATC and to evaluate several support tools and different RPAS levels of automation from the PiC and ATC sides. The simulation results and the usefulness of the support tools are presented for each selected concept of operations.Peer ReviewedPostprint (published version

A Critical Analysis of the Employees Separation Management Procedures with Regard to Organizational Stability in Kenya

Proper management of employee separation is crucial in organizational success and stability. It involves inducing employees to take business risks and training them to deal with different times of austerity. This is so as to avoid lawsuits by the affected employees. Employees may be laid off in order to cut costs. This can be done through layoffs, retrenchments, early retirements and other forms of separation. The effects of these separations can trigger reduced stock prices and other negative consequences. To avoid these, separations must be well managed and if possible avoided altogether. This can be done by reducing dissatisfaction and making sure there is good match between employees and the organization for example. If there must be separation, the benefits must be carefully examined to make sure that both the organization and the employees create a win - win situation. Keywords: employee separation, organizational stability, quits, retirements, discharges, employee turnovers.

Maintenance management and servises (case study: PERKESO building's in penisular of Malaysia)

Maintenance Management and Services is a combination of several actions in which to retain or restore an item to perform its required action. PERTUBUHAN KESELAMATAN SOSIAL (PERKESO) as one of the semi government sector in Malaysia that has many assets, needs maintenance to prevent the assets from deterioration. Maintenance in PERKESO was monitor and control by Property Unit and Local PERKESO Office. There are two maintenance system presently implemented at PERKESO: Preventive maintenance and Corrective Maintenance. The maintenance and services in PERKESO are divided to two building type: stand alone building and shop lot building. Maintenance and services for stand alone PERKESO building is total preventive maintenance and services scope and for shop lot PERKESO building scope maintenance and services only cover cleaning, M&E preventive maintenance and Pest Control. Aim of this study to propose maintenance management & services system. To achieve the aim of this study, five objectives have been set, to study the maintenance management system presently implemented. To identify the common problem in maintenance management and services. To identify the tenant satisfactory level upon the maintenance and services implemented. To identify tenant opinion to make improvement for maintenance management and services. From the data analyze and propose maintenance management and services system. This research focused on PERKESO Building’s in Peninsular of Malaysia. To obtain the data the following knowledge acquisition methods were used by interview, questionnaire and archives. An interview were set for two session, pre-interview done before set questionnaire and interview after the analysis data had done Result of the study showed the responds of the end user customer for the overall building conditions and the services given is fair. To achieve the tenants’ satisfaction level, a new maintenance management system is proposed

Virtual Integration Platforms (VIP) –A Concept for Integrated and Interdisciplinary Air Transportation Research and Assessment

The paper descibes a new methodology for a holistic development of air transportation concepts. The Virtual Integration Plattform (VIP) concept is based on an IT tool chain as well as human collaborative methods to deal with complex systems. As a result the definitions of future air transportation concepts for short range "Quiet and Clean", long range "Comfortable and Clean" and individual transport "Fast and Flexible" are presente

Urban Air Mobility Fleet Manager Gap Analysis and System Design

NASA's Urban Air Mobility (UAM) Sub-Project is engaged in research to support the introduction of air taxis into the National Airspace System. Such operations will require a range of communication, navigation, and surveillance systems. Air vehicles for UAM are under development and will initially have human pilots. Separation from other aircraft, obstacles, and weather may be a pilot responsibility or provided by an operator's ground-based systems. Eventually, air taxis may be flown from the ground or fly autonomously. There will be a need for dispatch services for UAM. This report presents a gap analysis, data and capability requirements, and workstation design concepts for the UAM dispatcher or Fleet Manager (FM) position

Management by Trajectory Trade Study of Roles and Responsibilities Between Participants and Automation Report

This report describes a trade study of roles and responsibilities associated with the Management by Trajectory (MBT) concept. The MBT concept describes roles, responsibilities, and information and automation requirements for providing air traffic controllers and managers the ability to quickly generate, evaluate and implement changes to an aircraft's trajectory. In addition, the MBT concept describes mechanisms for imposing constraints on flight operator preferred trajectories only to the extent necessary to maintain safe and efficient traffic flows, and the concept provides a method for the exchange of trajectory information between ground automation systems and the aircraft that allows for trajectory synchronization and trajectory negotiation. The participant roles considered in this trade study include: airline dispatcher, flight crew, radar controller, traffic manager, and Air Traffic Control System Command Center (ATCSCC) traffic management specialists. The proposed allocation of roles and responsibilities was based on analysis of several use cases that were developed for this purpose as well as for walking through concept elements. The resulting allocation of roles and responsibilities reflects both increased automation capability to support many aviation functions, as well as increased flexibility to assign responsibilities to different participants - in many cases afforded by the increased automation capabilities. Note that the selection of participants to consider for allocation of each function is necessarily rooted in the current environment, in that MBT is envisioned as an evolution of the National Airspace System (NAS), and not a revolution. A key feature of the MBT allocations is a vision for the traffic management specialist to take on a greater role. This is facilitated by the vision that separation management functions, in addition to traffic management functions, will be carried out as trajectory management functions. This creates an opportunity for flexibility, allowing the traffic management specialist to carry out tasks that today can only be carried out by the controller currently in contact with the aircraft. This additional tasking for the traffic management specialist comes with requirements for workload management. An increased role for the Data-side (D-side) controller relative to the Radar-side (R-side) controller is a potential approach to mitigating workload for the traffic management specialist, as the D-side controller would have similar ability to perform separation management functions in what today might be considered the "trajectory management" timeframe. This analysis did not distinguish between the D-side and R-side controllers since in many cases the R-side controller works unassisted

A novel framework to assess the wake vortex hazards risk supported by aircraft in en-route operations

The work presented in this paper was partially funded by the SESAR Joint Undertaking under grant agreement No 699247, as part of the European Union’s Horizon 2020 research and innovation programme: R-WAKE project (Wake Vortex Simulation and Analysis to Enhance En-route Separation Management in Europe - http://www.rwake-sesar2020.eu/). TThis paper presents the simulation environment developed within the framework of R-WAKE project, funded by SESAR 2020 Exploratory Research. This project aims to investigate the risks and hazards of potential wake vortex encounters in the en-route airspace, under current and futuristic operational scenarios, in order to support new separation standards aimed at increasing airspace capacity. The R-WAKE simulation environment integrates different components developed by different partners of the R-WAKE consortium, including simulators for weather, traffic, wake vortex phenomena, wake vortex interactions and different tools and methodologies for safety and risk assessment. A preliminary example is presented in this paper, in which 200 historical trajectories were simulated to show that the novel framework works properly. A WVE encounter has been detected in such first scenario, however with no significant safety effect on the follower aircraft. A second controlled scenario has been then run to force the detection of a severe wake encounter under realistic en-route conditions. Such scenario has given evidences that confirm the safety relevance of the underlying research concept.Peer ReviewedPostprint (published version

Safety Sufficiency for NextGen: Assessment of Selected Existing Safety Methods, Tools, Processes, and Regulations

NextGen is a complex socio-technical system and, in many ways, it is expected to be more complex than the current system. It is vital to assess the safety impact of the NextGen elements (technologies, systems, and procedures) in a rigorous and systematic way and to ensure that they do not compromise safety. In this study, the NextGen elements in the form of Operational Improvements (OIs), Enablers, Research Activities, Development Activities, and Policy Issues were identified. The overall hazard situation in NextGen was outlined; a high-level hazard analysis was conducted with respect to multiple elements in a representative NextGen OI known as OI-0349 (Automation Support for Separation Management); and the hazards resulting from the highly dynamic complexity involved in an OI-0349 scenario were illustrated. A selected but representative set of the existing safety methods, tools, processes, and regulations was then reviewed and analyzed regarding whether they are sufficient to assess safety in the elements of that OI and ensure that safety will not be compromised and whether they might incur intolerably high costs