Adaptive Airborne Separation to Enable UAM Autonomy in Mixed Airspace

The excitement and promise generated by Urban Air Mobility (UAM) concepts have inspired both new entrants and large aerospace companies throughout the world to invest hundreds of millions in research and development of air vehicles, both piloted and unpiloted, to fulfill these dreams. The management and separation of all these new aircraft have received much less attention, however, and even though NASAs lead is advancing some promising concepts for Unmanned Aircraft Systems (UAS) Traffic Management (UTM), most operations today are limited to line of sight with the vehicle, airspace reservation and geofencing of individual flights. Various schemes have been proposed to control this new traffic, some modeled after conventional air traffic control and some proposing fully automatic management, either from a ground-based entity or carried out on board among the vehicles themselves. Previous work has examined vehicle-based traffic management in the very low altitude airspace within a metroplex called UTM airspace in which piloted traffic is rare. A management scheme was proposed in that work that takes advantage of the homogeneous nature of the traffic operating in UTM airspace. This paper expands that concept to include a traffic management plan usable at all altitudes desired for electric Vertical Takeoff and Landing urban and short-distance, inter-city transportation. The interactions with piloted aircraft operating under both visual and instrument flight rules are analyzed, and the role of Air Traffic Control services in the postulated mixed traffic environment is covered. Separation values that adapt to each type of traffic encounter are proposed, and the relationship between required airborne surveillance range and closure speed is given. Finally, realistic scenarios are presented illustrating how this concept can reliably handle the density and traffic mix that fully implemented and successful UAM operations would entail

Airborne Trajectory Management (ABTM): A Blueprint for Greater Autonomy in Air Traffic Management

The aviation users of the National Airspace System (NAS) - the airlines, General Aviation (GA), the military and, most recently, operators of Unmanned Aircraft Systems (UAS) - are constrained in their operations by the design of the current paradigm for air traffic control (ATC). Some of these constraints include ATC preferred routes, departure fix restrictions and airspace ground delay programs. As a result, most flights cannot operate on their most efficient business trajectories and a great many flights are delayed even getting into the air, which imposes a significant challenge to maintaining efficient flight and network operations. Rather than accepting ever more sophisticated scheduling solutions to accommodate the existing constraints in the airspace, a series of increasingly capable airborne technologies, integrated with planned improvements in the ground system through the Federal Aviation Administration (FAA) Next Generation Air Traffic Management System (NextGen) programs, could produce much greater operational flexibility for flight path optimization by the aviation system users. These capabilities, described in research coming out of NASA's Aeronautics Research Mission Directorate, can maintain or improve operational safety while taking advantage of air and ground NextGen technologies in novel ways. The underlying premise is that the nation's physical airspace is still abundant and underused, and that the delays and inefficient flight operations resulting from artificial structure in airspace use and procedural constraints on those operations may not be necessary for safe and efficient flight. This article is not an indictment of today's NAS or the people who run it. Indeed, it is an exceptional achievement that Air Traffic Management (ATM) - the complex human/machine conglomeration of communications, navigation and surveillance equipment and the rules and procedures for controlling traffic in the airspace - has both the capacity and enables the degree of efficiency in air travel that it does. But it is also true that sixty years of the "radar religion" (i.e., reliance on radar-based command and control) has produced several generations of ATM system operators and researchers who believe that introducing automation within the existing functional structure of ATM is the only way to "modernize" the system. Even NextGen, which began as a proposal for "transformational" change in the way ATC is performed, has morphed over the last decade and a half to become just the inclusion of Global Positioning System (GPS) for navigation, Automatic Dependent Surveillance Broadcast (ADS-B) for surveillance, and Data Communications (Data Comm) for communications, while still operating in rigidly structured airspace with human controllers being responsible for separation and traffic flow management (TFM) within defined sectors of airspace, using the same horizontal separation standards that have been in use since raw primary radar was introduced in the 1950s. No system as massive as the current NAS ATM can be replaced with a better system while simultaneously meeting the transportation and other aviation needs of the nation. A new generation of more flexible operations must emerge and yet coexist in harmony with the current operation (i.e., share the same airspace without segregation), thereby enabling a long-term transformation to take place in the way increasing numbers of flights are handled. Market forces will be the ultimate driver of this transformation, and investment realities mandate that real benefits must accrue to the first operators to adopt these new capabilities. In fact, the kinds of missions envisioned in the emerging world of UAS operations, unachievable under conventional ATM, demand that this transformation take place. Airborne Trajectory Management (ABTM) is proposed as a series of transformational steps leading to vastly increased flexibility in flight operations and capacity in the airspace to accommodate many varied airspace uses while improving safety. As will be described, ABTM enables the gradual emergence of a new paradigm for user-based trajectory management in ATM that brings tangible benefits to equipped operators at every step while leveraging the air and ground investments of NextGen. There are five steps in this ABTM transformation.1 NASA has extensively studied the first and last of these steps, and a roadmap of increasing capabilities and benefits is proposed for bridging between these operational concepts

For Spacious Skies: Self-Separation with "Autonomous Flight Rules" in US Domestic Airspace

Autonomous Flight Rules (AFR) are proposed as a new set of operating regulations in which aircraft navigate on tracks of their choice while self-separating from traffic and weather. AFR would exist alongside Instrument and Visual Flight Rules (IFR and VFR) as one of three available flight options for any appropriately trained and qualified operator with the necessary certified equipment. Historically, ground-based separation services evolved by necessity as aircraft began operating in the clouds and were unable to see each other. Today, technologies for global precision navigation, emerging airborne surveillance, and onboard computing enable traffic conflict management to be fully integrated with navigation procedures onboard the aircraft. By self-separating, aircraft can operate with more flexibility and fewer flight restrictions than are required when using ground-based separation. The AFR concept proposes a practical means in which self-separating aircraft could share the same airspace as IFR and VFR aircraft without disrupting the ongoing processes of Air Traffic Control. The paper discusses the context and motivation for implementing self-separation in US domestic airspace. It presents a historical perspective on separation, the proposed way forward in AFR, the rationale behind mixed operations, and the expected benefits of AFR for the airspace user community

Autonomous Flight Rules Concept: User Implementation Costs and Strategies

The costs to implement Autonomous Flight Rules (AFR) were examined for estimates in acquisition, installation, training and operations. The user categories were airlines, fractional operators, general aviation and unmanned aircraft systems. Transition strategies to minimize costs while maximizing operational benefits were also analyzed. The primary cost category was found to be the avionics acquisition. Cost ranges for AFR equipment were given to reflect the uncertainty of the certification level for the equipment and the extent of existing compatible avionics in the aircraft to be modified

Autonomous Flight Rules - A Concept for Self-Separation in U.S. Domestic Airspace

Autonomous Flight Rules (AFR) are proposed as a new set of operating regulations in which aircraft navigate on tracks of their choice while self-separating from traffic and weather. AFR would exist alongside Instrument and Visual Flight Rules (IFR and VFR) as one of three available flight options for any appropriately trained and qualified operator with the necessary certified equipment. Historically, ground-based separation services evolved by necessity as aircraft began operating in the clouds and were unable to see each other. Today, technologies for global navigation, airborne surveillance, and onboard computing enable the functions of traffic conflict management to be fully integrated with navigation procedures onboard the aircraft. By self-separating, aircraft can operate with more flexibility and fewer restrictions than are required when using ground-based separation. The AFR concept is described in detail and provides practical means by which self-separating aircraft could share the same airspace as IFR and VFR aircraft without disrupting the ongoing processes of Air Traffic Control

Preliminary Assessment of Operational Hazards and Safety Requirements for Airborne Trajectory Management (ABTM) Roadmap Applications

A set of five developmental steps building from the NASA TASAR (Traffic Aware Strategic Aircrew Requests) concept are described, each providing incrementally more efficiency and capacity benefits to airspace system users and service providers, culminating in a Full Airborne Trajectory Management capability. For each of these steps, the incremental Operational Hazards and Safety Requirements are identified for later use in future formal safety assessments intended to lead to certification and operational approval of the equipment and the associated procedures. Two established safety assessment methodologies that are compliant with the FAA's Safety Management System were used leading to Failure Effects Classifications (FEC) for each of the steps. The most likely FEC for the first three steps, Basic TASAR, Digital TASAR, and 4D TASAR, is "No effect". For step four, Strategic Airborne Trajectory Management, the likely FEC is "Minor". For Full Airborne Trajectory Management (Step 5), the most likely FEC is "Major"

Polarization Measurements of the Polluted White Dwarf G29-38

We have made high-precision polarimetric observations of the polluted white dwarf G29-38 with the HIgh Precision Polarimetric Instrument 2. The observations were made at two different observatories – using the 8.1-m Gemini North Telescope and the 3.9-m Anglo-Australian Telescope – and are consistent with each other. After allowing for a small amount of interstellar polarization, the intrinsic linear polarization of the system is found to be 275.3 ± 31.9 parts per million at a position angle of 90.8 ± 3.8◦ in the SDSS g band. We compare the observed polarization with the predictions of circumstellar disc models. The measured polarization is small in the context of the models we develop, which only allows us to place limits on disc inclination and Bond albedo for optically thin disc geometries. In this case, either the inclination is near-face-on or the albedo is small – likely in the range 0.05–0.15 – which is in line with other debris disc measurements. A preliminary search for the effects of G29-38’s pulsations in the polarization signal produced inconsistent results. This may be caused by beating effects, indicate a clumpy dust distribution, or be a consequence of measurement systematics

Polarization measurements of the polluted white dwarf G29-38

We have made high precision polarimetric observations of the polluted white dwarf G29-38 with the HIgh Precision Polarimetric Instrument 2. The observations were made at two different observatories -- using the 8.1-m Gemini North Telescope and the 3.9-m Anglo AustralianTelescope -- and are consistent with each other. After allowing for a small amount of interstellar polarization, the intrinsic linear polarization of the system is found to be 275.3 +/- 31.9 parts-per-million at a position angle of 90.8 +/- 3.8 degrees in the SDSS g' band. We compare the observed polarization with the predictions of circumstellar disc models. The measured polarization is small in the context of the models we develop which only allows us to place limits on disc inclination and Bond albedo for optically thin disc geometries. In this case either the inclination is near face-on or the albedo is small -- likely in the range 0.05 to 0.15 -- which is in line with other debris disc measurements. A preliminary search for the effects of G29-38's pulsations in the polarization signal produced inconsistent results. This may be caused by beating effects, indicate a clumpy dust distribution, or be a consequence of measurement systematics.Comment: 15 pages, 6 figures, 4 tables. Accepted to MNRA

Device-to-device communications: a performance analysis in the context of social comparison-based relaying

Device-to-device (D2D) communications are recognized as a key enabler of future cellular networks which will help to drive improvements in spectral efficiency and assist with the offload of network traffic. Among the transmission modes of D2D communications are single-hop and relay assisted multi-hop transmission. Relay-assisted D2D communications will be essential when there is an extended distance between the source and destination or when the transmit power of D2D user equipments (UEs) is constrained below a certain level. Although a number of works on relay-assisted D2D communications have been presented in the literature, most of those assume that relay nodes cooperate unequivocally. In reality, this cannot be assumed since there is little incentive to cooperate without a guarantee of future reciprocal behavior. Cooperation is a social behavior that depends on various factors, such as peer comparison, incentives, the cost to the donor and the benefit to the recipient. To incorporate the social behavior of D2D relay nodes, we consider the decision to relay using the donation game based on social comparison and characterize the probability of cooperation in an evolutionary context. We then apply this within a stochastic geometric framework to evaluate the outage probability and transmission capacity of relay assisted D2D communications. Through numerical evaluations, we investigate the performance gap between the ideal case of 100% cooperation and practical scenarios with a lower cooperation probability. It shows that practical scenarios achieve lower transmission capacity and higher outage probability than idealistic network views which assume full cooperation. After a sufficient number of generations, however, the cooperation probability follows the natural rules of evolution and the transmission performance of practical scenarios approach that of the full cooperation case, indicating that all D2D relay nodes adopt the same dominant cooperative strategy based on social comparison, without the need for enforcement by an external authority

Multiwavelength Observations of the Second Largest Known FR II Radio Galaxy, NVSS 2146+82

We present multi-frequency VLA, multicolor CCD imaging, optical spectroscopy, and ROSAT HRI observations of the giant FR II radio galaxy NVSS 2146+82. This galaxy, which was discovered by the NRAO VLA Sky Survey (NVSS), has an angular extent of nearly 20' from lobe to lobe. The radio structure is normal for an FR II source except for its large size and regions in the lobes with unusually flat radio spectra. Our spectroscopy indicates that the optical counterpart of the radio core is at a redshift of z=0.145, so the linear size of the radio structure is ~4 h_50^-1 Mpc. This object is therefore the second largest FR II known (3C 236 is ~6 h_50^-1 Mpc). Optical imaging of the field surrounding the host galaxy reveals an excess number of candidate galaxy cluster members above the number typically found in the field surrounding a giant radio galaxy. WIYN HYDRA spectra of a sample of the candidate cluster members reveal that six share the same redshift as NVSS 2146+82, indicating the presence of at least a ``rich group'' containing the FR II host galaxy. ROSAT HRI observations of NVSS 2146+82 place upper limits on the X-ray flux of 1.33 x 10^-13 ergs cm^-2 s^-1 for any hot IGM and 3.52 x 10^-14 ergs cm^-2 s^-1 for an X-ray AGN, thereby limiting any X-ray emission at the distance of the radio galaxy to that typical of a poor group or weak AGN. Several other giant radio galaxies have been found in regions with overdensities of nearby galaxies, and a separate study has shown that groups containing FR IIs are underluminous in X-rays compared to groups without radio sources. We speculate that the presence of the host galaxy in an optically rich group of galaxies that is underluminous in X-rays may be related to the giant radio galaxy phenomenon.Comment: 46 pages, 15 figures, AASTeX aaspp4 style, accepted for publication in A