2008 Integrated Communications, Navigation and Surveillance Conference最新文献

{"title":"Impact of ground delay program rationing rules on passenger and airline equity","authors":"B. Manley, L. Sherry","doi":"10.1109/ICNSURV.2008.4559179","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559179","url":null,"abstract":"The discrepancy between the demand for arrival slots at an airport and the available arrival slots on a given day is resolved by the ground delay program (GDP). The current GDP rations the available arrival slots at the affected airport by scheduled arrival time of the flights with some adjustments to balance the equity between airlines. Current rationing rules do not take into account passenger flow efficiency in the rationing assignment tradeoff. This paper examines the tradeoff between flight delays and passenger delays as well as airline equity and passenger equity in GDP slot allocation. A GDP rationing rule simulator (GDP-RRS) is developed to calculate efficiency and equity metrics for all stakeholders. A comparison of alternate GDP rationing rules identified that passenger delays can be significantly decreased with a slight increase in total flight delays. Compared to the traditional ration-by-schedule, ration-by-aircraft size (RBAc) decreased the total passenger delay by 10% with 0.4% increase in total flight delay, and Ration-by-Passengers (RBPax) decreased total passenger delay by 22% with only 1.1% increase in total flight delay. The disutility of implementing a GDP is minimized with ration-by-passengers (RBPax) when passengers as well as airlines are considered in the decision. the current scheme, Ration-by-Schedule (RBS), is preferred only when the system solely focus on airlines. The tradeoffs between airline and passenger equity, and the implications of these results are discussed.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126642992","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Broadband wireless networks for airport surface communications","authors":"I. Gheorghisor, Ka-Ho Leung","doi":"10.1109/ICNSURV.2008.4559195","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559195","url":null,"abstract":"Data transmissions that require broadband capabilities are increasing in the airport area. Wireless broadband networks could be used to address these emerging needs, by supporting high- data-rate aeronautical applications in the airport environment. The Federal Aviation Administration (FAA) is considering the use of the 5091-5150 megahertz (MHz) band for the future potential implementation of such broadband networks. Wireless broadband technologies based on the Institute of Electrical and Electronics Engineers (IEEE) 802.16 family of standards are evaluated in this paper. The IEEE 802.16-2004 standard specifies the air interface for fixed broadband wireless access systems. IEEE 802.16e-2005 expands IEEE 802.16-2004 to allow for mobile subscriber stations moving at surface vehicular speeds. This paper focuses on the orthogonal frequency division multiple access (OFDMA) implementation as discussed in IEEE 802.16e-2005. A wireless broadband network is assumed at a large airport. This paper studies the radio frequency (RF) performance of such a network for two different channel bandwidths. An initial traffic analysis methodology is also presented and implemented for a given set of potential future applications. Results for the traffic analysis are also discussed.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"91 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128283360","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Tower Information Display System (TIDS): the system architecture","authors":"S. Woods, M. Francis, J. Lee","doi":"10.1109/ICNSURV.2008.4559181","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559181","url":null,"abstract":"This paper describes the system architecture of the Tower Information Display System (TIDS). TIDS is the cornerstone of the Staffed NextGen Tower (SNT) concept, which addresses the important equivalent-visual-operations capability (without building a costly physical tower) identified by the NextGen roadmap. TIDS was used for a feasibility analysis at the Airport Facilities Terminal Integration Laboratory (AFTIL) facility at the FAA Technical Center, Atlantic City, NJ, in August 2007. TIDS was designed and built to provide a large screen display of current terminal traffic and a touch-screen display that implements an electronic flight strip operation. The system integrates the information from all data sources, including the AFTIL facility's High Level Architecture (HLA) based simulator, provides real-time value-added processing and gives air traffic controllers the information necessary for safe and efficient airport operations. All data sources are processed and displayed in real-time. The system also allows for multiple real-time displays whose views are individually configurable to the appropriate controller functions needed. This paper also explores the designs of future versions of TIDS that are in development following the feasibility study. These TIDS systems integrate new data sources, such as Airport Surface Detection Equipment, Model X (ASDE-X) CAT11, which provides aircraft track data derived from multi- lateration and primary radar. They also provide Air Traffic Control Towers with a NextGen extensible design for data distribution for the myriad of data sources of terminal information. The real-time processing capability will also allow for implementation and display of decision-support algorithms.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"64 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132733209","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Consolidated storm prediction for aviation (CoSPA)","authors":"Marilyn M Wolfson, William J Dupree, Roy M Rasmussen, Matthias Steiner, Stanley G Benjamin, Steven S Weygandt, Marilyn M Wolfson, Danny Sims, Ken Leonard","doi":"10.1109/ICNSURV.2008.4559190","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559190","url":null,"abstract":"Research over the last 10 years primarily funded by the FAA Aviation Weather Research Program (AWRP) has led to very successful development of forecasts of both convective and winter storms, using heuristic and numerical models, for aviation applications. We have reached a point where there are several overlapping capabilities, and the smorgasbord of choices has become confusing. Moreover, aviation- impacting winter and summer conditions can exist simultaneously - even within a single terminal area - so a consolidated forecast must work equally well for all storm conditions. Advances in computing and communications allow incorporation of new observing systems and scientific advancements in data assimilation and modeling toward large-scale, very high resolution forecast systems that were prohibitive just 10 years ago.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127981297","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Tower Information Display System (TIDS): Human-in-the-loop simulation and evaluation","authors":"D. Hannon, J.T. Lee, T. Sheridan, C. Donohoe","doi":"10.1109/ICNSURV.2008.4559175","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559175","url":null,"abstract":"This paper describes a human-in-the-loop simulation and evaluation of the Tower Information Display System (TIDS) that was conducted in August 2007. The goal was to determine whether radar-like traffic surveillance displays could be used to control airport traffic. TIDS workstations were developed for ground and local controller positions and were integrated in a tower cab simulator. Retired controllers with prior TRACON and Airport Surface Detection Equipment Model X (ASDE-X) were recruited for participation in the simulation. The simulated airport facility was patterned after Tampa International Airport (TPA). Test scenarios were developed to allow for comparison of the performance of TIDS against the out-the-window (OTW) viewing environment, two based on visual flight rules (VFR) and two based on instrument flight rules (IFR). The results showed comparable operational efficiency between the TIDS and OTW conditions in VFR Day scenarios. Efficiency was reduced for the OTW night condition. Efficiency for the OTW condition during IFR operations was reduced, in comparison to TIDS, when visibility was most restrictive. Workload estimates showed a consistent comfortable workload across operational conditions for the TIDS. Similar estimates varied, by position (i.e., ground or local controller) in the OTW conditions depending on operational condition. Analysis of pilot-controller communication provides support for the efficiency and workload results. Ratings by controllers showed a strong preference for the use of TIDS after the completion of all scenarios. A discussion of the results is provided along with consideration of the limitations of the study and possible future development.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116310662","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Joint network enabled operations Spiral 1 activities","authors":"J. Zůna, R. Avjian","doi":"10.1109/ICNSURV.2008.4559158","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559158","url":null,"abstract":"This paper describes the activities and direction of Lockheed Martin Transportation and Security Solutions and Boeing Air Traffic Management for Spiral 1 of the Network Enabled Operations (NEO) project. NEO Spiral 1 is a continuation of the initial 9 month NEO Spiral 0 demonstration effort that was completed in 2005. In Spiral 0, airspace objects such as tracks and pointouts and alert messages such as the Common Alerting Protocol (CAP) alerts were published and shared among various terminal, en route and security airspace systems using elements of a Service Oriented Architecture (SOA) implementation. One of NEO's objectives was to move from the current manual collaboration amongst Agencies using Stand-Alone Processor and Display Systems to an automated network-centric implementation. In Spiral 1, additional collaboration systems, command & control (C2) systems and systems representing the airline operations centers (AOCs) have been added. In addition to the systems and industry partners added to the NEO project, additional data has been included. Additional data types include weather products, area and geographical volumes of interest and collaboration exchanges such as Chat and display sharing. These data elements will improve the visibility of objects of interest for improved collaboration and situation awareness amongst the various agencies involved in airspace security and protection.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"75 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127632668","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Functional building blocks for an integrated aeronautical IP-network","authors":"F. Schreckenbach, Katia Leconte, C. Baudoin, Christian Kissling, C. Bauer, S. Ayaz","doi":"10.1109/ICNSURV.2008.4559174","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559174","url":null,"abstract":"Within the next 10-15 years, air-traffic management (ATM) will be primarily based on data communications and voice communication will be mostly used as fallback solution. Furthermore, it is foreseen that IP-based networking solutions for A/G communication will be deployed for cost savings, high reliability and an optimal alignment with the evolution of communication and security technologies. Such an efficient and sustainable data network for aeronautical communications is required to enable the implementation of a range of operational improvements needed to support the expected growth in air transportation. An IP-based global aeronautical communication network is currently being developed within the NEWSKY project, co-funded by the European Commission and in close collaboration with Eurocontrol and ICAO ACP WG-I (Specification of ATN/IPS). NEWSKY pursues the vision of \"Networking the Sky\" by integrating different data link technologies (long range A/G links, airport links, satellite links) and different services (ATS, AOC/AAC, APC) in a single, seamless network. Key functionalities have been identified, namely resource management, mobility, security and end-to-end data transport. In this paper, the raw functional architecture and the ongoing activities towards the specification of the functional modules are investigated.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127259621","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Advanced ground surveillance for remote tower","authors":"D. Eier, H. Huber","doi":"10.1109/ICNSURV.2008.4559159","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559159","url":null,"abstract":"Small and medium sized airports are normally occupied only a short time a day typically handling less than 10 flights per day. Remote tower allows to save costs by using air traffic controllers from a bigger airport tower or to have one remote tower for a couple of small and medium sized airports. Moving the tower operation of course means that all means of communication, sensor information but also visual information have to be available at the remote tower. Remote communication and sensor information are less of an issue as remote controller positions are used in other areas, e.g. public safety (police, FD, military ...) but the visual information of an air traffic controller is special as the visual experience of the situation on ground is key to the fast and error free understanding of the ATC controller of the situation at hand. Therefore just a simple CCTV solution cannot do the trick. In order to give the operator the \"look- and-feel\" he is accustomed a \"virtual view from the tower\" is required. This is accomplished by using several fix mounted cameras close to the remote airstrip providing video streams to several monitors in front of the operator plus additional high resolution Pan-Tilt-Zoom cameras for close observation. The Pan-Tilt-Zoom cameras can be operated manually by the operator or can automatically follow the incoming plane. Alternatively also thermal and laser cameras can be used as one of the Pan-Tilt- Zoom cameras. This paper describes a remote tower concept including a description and discussion of the technical set-up, the user interface, the transmission aspects and the possible re-use of the system for other remote services based on SOA.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126913465","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Improving low visibility operations","authors":"Brennan Haltli, Coby Johnson, Craig Johnson, Sean Mccourt, Julian Sanchez, Sean Stapleton","doi":"10.1109/ICNSURV.2008.4559164","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559164","url":null,"abstract":"Low visibility is a major limiting factor on aircraft operations. Although there are several definitions of low visibility, in this paper it is defined as values less than a runway visual range (RVR) of 2400 feet. These conditions only occur a small percentage of the time, but they can have a major impact on the National Airspace System (NAS). The impact of reduced arrival rates as a result of low visibility operations at a major hub airport impacts a large geographic area. Departure airports, enroute airspace, diversion airports and adjacent smaller airports can all be significantly impacted from the reduction of capacity at the primary destination. The costs associated with the resultant delays, cancellations and diversions are substantial. The Federal Aviation Administration (FAA), in an effort to reduce these impacts and harmonize with Europe's Joint Aviation Authorities (JAA), has undertaken the task of updating the requirements for low visibility operations. This activity focuses on utilizing advanced flight deck technologies in lieu of ground based lighting and navigation components. Specific advanced flight deck technologies such as head-up displays (HUD), flight directors, auto-land systems, and enhanced flight vision systems for use in low visibility approach and landing in civil operations are being researched by the FAA and The MITRE Corporation's Center for Advanced Aviation System Development (CAASD). Benefits are enabled for operators by allowing certain Category I instrument approaches to be flown with suitable advanced flight technology in lower visibility conditions and to operate to lower decision heights. This paper reports on the extent of benefits found through analysis of weather conditions, equipage rates, demand for access, and the importance of flight schedule integrity. This paper also discusses related technologies and research that can be utilized for low visibility operations and the key considerations important to utilizing these systems for the approach and landing phases of flight.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129058895","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Decision support tool for predicting aircraft arrival rates from weather forecasts","authors":"D. A. Smith, L. Sherry","doi":"10.1109/ICNSURV.2008.4559186","DOIUrl":"https://doi.org/10.1109/ICNSURV.2008.4559186","url":null,"abstract":"The principle bottlenecks of the air traffic control system are the major commercial airports. Atlanta, Detroit, St. Louis, Minneapolis, Newark, Philadelphia, and LaGuardia all expect to be at least 98% capacity by 2012. Due to their cost and the environmental and noise issues associated with construction, it is unlikely that any new airports will be built in the near future. Therefore to make the National Airspace System run more efficiently, techniques to more effectively use the limited airport capacity must be developed Air Traffic Management has always been a tactical exercise, with decisions being made to counter near term problems. Since decisions are made quickly, limited time is available to plan out alternate options that may better alleviate arrival flow problems at airports. Extra time means nothing when there is no way to anticipate future operations, therefore predictive tools are required to provide advance notice of future air traffic delays. This research describes how to use Support Vector Machines (SVM) to predict future airport capacity. The Terminal Aerodrome Forecast (TAF) is used as an independent variable within the SVM to predict Aircraft Arrival Rates (AAR) which depict airport capacity. Within a decision support tool, the AAR can be derived to determine Ground Delay Program (GDP) program rate and duration and passenger delay. Real world examples are included to highlight the usefulness of this research to airlines, air traffic managers, and the flying consumer. New strategies to minimize the effect of weather on arrival flow are developed and current techniques are discussed and integrated into the process. The introduction of this decision support tool will expand the amount of time available to make decisions and move resources to implement plans.","PeriodicalId":201010,"journal":{"name":"2008 Integrated Communications, Navigation and Surveillance Conference","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-05-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128865842","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}