Airbus ProSky's solutions for Air Traffic Management

News Report

As illustrated in a recent press release, EADS is launching Airbus ProSky, i.e. Airbus' new subsidiary company which offers integrated airport surface management for air traffic controllers. Airbus ProSky will become the channel through which Airbus will interact and develop Air Traffic Management programmes such as the Single European Sky ATM Research (SESAR) in Europe, as well as NextGen in the U.S. In particular, for these two ATM programmes, the new company will help accelerate and support the process of their implementation, and link them together by capitalising on the technological, operational and commercial synergies.

The Technology

Airports strive for eco-efficient ground operations including safe taxiway routing for pilots, all-weather guidance between the terminal gate and the runway, and control of aircraft and vehicles. Airbus ProSky is responding to this demand by complementing its ATM offerings with a powerful airport surface management system (SMAN) for Air Traffic Control centres worldwide.

SMAN was designed for environmental efficiency by the German company ATRiCS and is now offered through Airbus ProSky. A unique feature of this airport surface management system is that it automatically switches on the green taxiway lights in front of the aircraft as it moves forward, to illuminate the correct route ahead for the pilot to follow. Overall, the system reduces taxi time and maximises airport capacity and aircraft throughput, while its intelligent predictive guidance also prevents runway incursions and a ‘wrong-turn’. SMAN thus smoothes overall traffic flow and facilitates a continuous taxi speed. This results in less queuing, less ‘stop-and-go’, and of course, lower CO2 emissions.

SMAN integrates an airport's existing surveillance and lighting infrastructure with a truly coherent surface movement management system. For each mobile located in the movement area, SMAN proposes an individual taxi route to the controller. To save controllers from the tedious task of manually modifying route proposals, SMAN computes any route from scratch, taking into account the current traffic situation, preferences and constraints. At any time, the controller can change the mobile's destination or route. During taxi, SMAN automatically switches the taxiway centreline lights to unambiguously indicate the assigned taxi route to the pilots. At any time, the controller can manually control stop bars and illuminate taxi route sections to statically indicate admissible taxiways to pilots and drivers.

SMAN is operational at Incheon International Airport, Korea and has been tested successfully in field trials at Frankfurt Airport.

Comments

“Airbus ProSky and ATRiCS share a common goal for improving the efficiency of our airport and aviation systems,” said Wolfgang Hatzack, Chief Executive Officer of ATRiCS. “Our deployments in Incheon, Kuala Lumpur, Dubai, Frankfurt, Zurich and Düsseldorf demonstrate the safety and cost benefits for the global aviation industry with Airbus ProSky.”

Eric Stefanello, Chief Executive Officer of Airbus ProSky said: "Airbus ProSky is bringing together intelligent ATM components which offer the highest level of performance improvements.” He added: “ATRiCS is a proven leader and innovator in advanced artificial intelligence to assist controllers, and we are delighted to have them as part of our team.”

“With Airbus ProSky we are harnessing the competencies both within Airbus and also from the wider EADS group, to help transform ATM services across the European Union, the US and other countries globally,” says Eric Stefanello, President of Airbus ProSky. “We are complementing the existing skills and business of ATM manufacturers and ANSPs by partnering with key industry players to deliver a global ATM approach, and bring operational, commercial, and environmental benefits to the airline industry,” he added.

References: EADS (1), Airbus (2), Airport Technology (3)

Contract Award: Ultra Avionics to provide satellite-based navigation and flight management systems for Canadian Air Creebec

News Report

As announced in a recent press release, Canada’s Air Creebec has entered into an agreement with Authorized Dealer Mid-Canada Mod Center to fit its entire Bombardier Q-Series (Dash 8) fleet with Universal Avionic's Wide Area Augmentation System/Satellite-Based Augmentation System Flight Management Systems (WAAS/SBAS-FMS) and Terrain Awareness and Warning Systems (TAWS). They are the latest Canadian regional to begin this conversion.

Air Creebec selected Universal Avionics’ UNS-1Lw WAAS/SBAS-FMS, with a 4-inch Flat Panel Control Display Unit and a remotely mounted navigation computer. The navigation computer is contained in a 2-MCU sized Line Replaceable Unit (LRU) which includes the integral GPS/SBAS receiver. Air Creebec will gain access to all Area Navigation (RNAV) approach types as well as the additional accuracy of WAAS correction for other on-board systems. Universal Class A TAWS will be installed concurrently, with its unique look-ahead function and three views of terrain, with man-made obstacles alerting.

The Technology

The Wide Area Augmentation System (WAAS) or Satellite-Based Augmentation System (SBAS) is an air navigational aid developed by the U.S. Federal Aviation Administration (FAA) to augment the Global Positioning System (GPS), with the goal of improving its accuracy, integrity and availability. Essentially, WAAS/SBAS is intended to enable aircraft to rely on GPS for all phases of flight, including precision approaches, to any airport within its coverage area.

As part of the NextGen National Airspace System improvement plan, the FAA is focused on reducing the industry’s dependence on older ground based navaids such as ILS, and increasing the use of GPS navigation. Because of its ability to alleviate airspace congestion, save fuel and improve safety, SBAS technology is being applied worldwide.

Terrain Awareness and Warning Systems (TAWS) were developed to provide a warning of a possible terrain conflict in case of poor visual conditions, cockpit distraction, malfunctioning equipment, ATC error or pilot/controller miscommunication. The purpose of a TAWS is to provide a warning with enough time for the flight crew to take appropriate action.

The TAWS computer receives position information from a GPS receiver, and compares that position with the internal terrain or obstacle database. The TAWS computer also receives aircraft configuration and air-data information to then create a 4-D position of latitude, longitude, altitude and time. It then compares this position with the on-board database of terrain, obstacles and runways to determine any conflicts. If the TAWS computer detects a possible conflict between the future flight path of the aircraft and terrain, visual and audible warnings are given to the pilot.

Comments

“We’re cautiously optimistic that we will eventually have Universal’s WAAS/SBAS-FMS in every Q-Series/ Dash 8 operating in Canada,” said Norm Matheis, Universal’s Regional Manager for Canada. “There’s a compelling case that investments in these technologies can drive overall operational efficiencies over the life of the aircraft,” he added.

“The flight operational demands into Canada’s remote regions are unique unto themselves and provide some interesting challenges” said Bill Arsenault, Vice President of Mid-Canada Mod Center. “We have worked with several of these service providers in conjunction with Universal Avionics to integrate modern nav aids into the current fleets – in particular the Dash 8 family of aircraft – that take full advantage of WAAS/SBAS capabilities. These systems bring enhanced safety and operations consistency to these operators who are providing an invaluable lifeline to the communities they service. Air Creebec has been a leader in developing and supporting such routes. We have had the pleasure of supporting their operations for many years through both Mid-Canada Mod Center and our other shop, Kitchener Aero. Their focus on safety and reliability in service sets them apart as leaders in Canada and we are pleased to have been asked to yet again lend them support in achieving their goals.”

References: Universal Avionics (1,3), Gulfstream.com (2), AEA Pilot's Guide (3)

Rockwell Collins and NASA working together for allowing Unmanned Aerial Systems to operate in civil airspace

News Report

As announced in a recent press release, Rockwell Collins is collaborating with the National Aeronautics and Space Administration (NASA) to develop an unmanned aircraft system (UAS) control and non-payload communications (CNPC) data link that will eventually enable unmanned aircraft to safely operate in the national airspace.

As a team member in the three-year NASA UAS Communications Research Sub-Project, Rockwell Collins will work closely with NASA engineers and subject matter experts to define the waveform for the CNPC data link. The results of this collaboration will help industry and the U.S. Federal Aviation Administration develop the appropriate set of rules and requirements for reliable unmanned flight operations in the national U.S. airspace system.

The Technology

Current civil UAS operations are significantly constrained by the lack of a standardized, certified control and non-payload communications (CNPC) system. The UAS CNPC system is to provide communications functions between the Unmanned Aircraft (UA) and the UA ground control station for such applications as:

• telecommands
• non-payload telemetry
• navigation aid data
• air traffic control (ATC) voice relay
• air traffic services (ATS) data relay
• sense and avoid data relay
• airborne weather radar data
• non-payload situational awareness video

New and innovative approaches to providing terrestrial and space-based high-bandwidth CNPC systems that are inexpensive, small, low latency, reliable, and secure offer opportunities for quantum jumps in UAS utility and capabilities. Of particular interest are technologies for the enhancement/improvement of CNPC performance for UAS operations in urban locations, taking into account the propagation, reflection/refraction and shadowing/blockage environment encountered in the urban environment.

A prototype radio hardware is being designed and developed in order to validate and verify draft performance requirements by collecting performance data in relevant laboratory and flight environments. This prototype radio system is targeted for use in all UAS classes, from those weighing less than 55 lbs flying below 3,000 ft. up to and including those weighing greater than 1,320 lbs flying above 18,000 ft.

The primary focus is operations within the U.S. National Airspace System, but these systems should be capable of operations outside the U.S. The UAS C2 system is to support control and non-payload communications (CNPC) between the Unmanned Aircraft (UA) and the UA control station.

The Context

The goal for UAV introduction into the U.S. National Air Space is an equivalent level of safety, including collision avoidance for UAV operation, when compared to piloted aircraft. The goal is the certification of a system of technology, feedback, analysis and control, which reduces the risk of an air to air collision, to the same level of risk currently enjoyed for manned flight, is of paramount interest and importance.

In this contex, on last March 2011, NASA Glenn Research Center issued an RFI for potential sources and partners for the design and development of a Command and Control communication (C2) system prototype for unmanned aircraft. Even though both terrestrial and satellite based solutions are under consideration in the standards bodies, the focus of this effort was on a terrestrial system.

The intended partnership between NASA and one or more industry partners will jointly develop the design(s) to meet the requirements, develop prototype radio hardware, perform laboratory testing, and execute flight testing of the prototype radio system in relevant environment.

Comments

“The reason we were selected is because we’re one of a few companies that have both commercial avionics experience and UAS data links in theater. It’s really the intersection of our core technologies,” said David Vos, senior director of UAS and Control Technologies at Rockwell Collins. “We know the challenges, we know how to certify avionics and we’re experts in military data links and waveform development.”

References: Rockwell Collins (1), NASA (2), UAS Vision (3), UAV Market Space (4)

Saab’s Remotely Operated Tower

News Report

As illustrated in a recent press release, technical as well as operational issues were discussed during Saab’s last Remote Tower Symposium held in Malmö, in which Saab Sales Director for Air Traffic Management Solutions, Per Ahl, described the current status of Saab’s system for air traffic control from a distance.

During the symposium, Avinor, the Norwegian Air Navigation Services Provider and operator of several Norwegian airports, explained how Remote Tower operations can help it to meet the requirements of 24-hour services and to maintain airports over the whole country.

The System

The cost of running small and medium-sized airports consists largely of personnel costs. With the Remote Tower concept, fewer employees are needed to provide aerodrome control service, enabling airports that currently offer only Aerodrome Flight Information Service (AFIS) to offer a control service as well. In a secondary phase, one controller could potentially provide aerodrome control service for two to three towers simultaneously. Apart from staffing, costs savings can be achieved through not having to replace existing towers that have reached the end of their economically viable service life.

Saab's Remotely Operated Tower enables an airport tower to be remotely operated via the digital network. Compressed data from cameras at the airport provides a 360-degree real-time view of the airport at the Remote Tower Centre. The controller working position is equipped with the same controls as in a normal tower. The technology also increases safety by – for example – automatic video tracking of incoming aircraft, advanced zoom cameras and the ability to mark runway contours, structures and other objects at the airport so that it is possible to see them even in conditions of limited visibility.

The list of key components of Saab's Remote Operated Tower includes the following ones:

• Up to 360 degrees of live LCD or projected airfield image
• Airfield stereo sound
• Pan-Tilt-Zoom camera and signal light gun controls
• Automatic Weather Observation system, AWOS
• Integrated tower systems control
• Remote Control Monitoring system, RCMS (Airport lights, ILS, NDB, VOR, VHF/UHF, Communication)
• Flight Data Processing system, FDP
• Radar Data Processing and Display system, RDP
• Electronic Flight Progress Strip system, e-Strip
• Record and Replay System for video, audio and flight information
• System redundancy

The Remote Tower concept is perfectly suited for contingency at medium and large-sized airports. It offers a more cost-efficient solution than a contingency tower, with the freedom to place the control anywhere at the airport.

The Context

In 2006, Saab and the Swedish Air Navigation Services Provider, LFV, engaged in a project named Remotely Operated Tower (ROT). The aim of the project was to prove the concept of remotely performing air traffic services. Ängelholm airport was chosen as the target airport. The Remote Tower Centre (RTC) was located at Malmö airport, approximately 100km away. The ROT trials where successfully concluded at the beginning of 2009. During the final month of the trials, air traffic controllers validated the platform in advanced shadow mode trials. The project was awarded the Jane's Airport Review Industry Award during the ATC Global 2010 exhibition in Amsterdam.

Since Saab hosted the first Remote Tower symposium two years ago, a lot has happened. The technology has been improved and fine-tuned, and the operational requirements have been further discussed. Airservices Australia has signed a contract for Remote Tower trials, and the Swedish Air Navigation Services Provider LFV is setting up a system in Sundsvall and Örnsköldsvik in the north of Sweden.

Comments

“We are dependent on airport services day and night," said an Avinor delegate, "in case of emergencies we need to be able to deliver services at short notice. Also, it is important for the local communities that the network of airports across Norway is kept open, and more cost-efficient provision of services will help to make this possible.”

References: Saab (1,2)

ITT launches new application for enhancing airspace situation awareness in Alaska

References: ITT (1)

News Report

As announced in a recent press release, ITT has launched a Web-based data visualization application, named AlaskaVue, that enhances the safety and operational efficiency of Alaskan airspace by providing unprecedented fleet awareness.

ITT’s AlaskaVue provides a cost-effective solution for understanding in real time where flight assets are located. This capability is particularly significant for Alaska, where weather, terrain and gaps in radar coverage can affect situational awareness and contribute to accident rates that are much higher than in the continental United States.

The Application

AlaskaVue is based on a synthesis of multiple FAA system-derived aircraft surveillance data available in the U.S. National Airspace System. AlaskaVue data sources include data derived from the U.S. Automatic Dependent Surveillance-Broadcast network (ADS-B) being deployed by ITT, along with Wide Area Multilateration (WAM) data from FAA-deployed WAM systems.
The AlaskaVue application service has pan and zoom capabilities; multiple views, such as satellite, maps, charts and elevation; multiple overlays, such as significant boundaries, runways, air routes and navigation aids; flexible display options; and color coding of flight objects. AlaskaVue includes saved views and historical playback.

Subscribers to AlaskaVue will access the data visualization application and the comprehensive surveillance data via the Internet.
Comments

“Alaskan airspace has undergone a dramatic transformation in recent years. It began with the success of the Alaska Capstone Project, which laid the groundwork for implementing the Federal Aviation Administration’s (FAA) Next Generation Air Transportation System (NextGen) initiative,” said John Kefaliotis, ITT’s vice president of next generation transportation systems. “ITT continually looks for ways to support airspace safety and efficiency; the launch of AlaskaVue provides real-time flight tracking and historical playback to improve flight safety in Alaska.”

Raytheon presents its new Deployable Air Traffic Management Systems

News Report

As announced in a recent press release, Raytheon will highlight its deployable air traffic management systems (ATM) and solutions at the Air Traffic Control Association (ATCA) Annual Conference and Exposition. Raytheon's systems are capable of being deployed anywhere in the world in support of civilian and military operations.

The System

Raytheon's solution for the U.S. Air Force's Deployable Radar Approach Control (D-RAPCON) system consists of two major subsystems: radar and operations. The system is transportable aboard all types of military transport aircraft and contains all the communications equipment, environmental control units and power units to be fully operational and controlling air traffic in a matter of hours. Once fielded, the system can be set up in less than 24 hours. In contrast, it generally takes about three months to put up a fixed-based system.

D-RAPCON is composed of two subsystems - air surveillance radar and operations - and the requirement is for each to be separately deployable, if necessary. This means that if the radar at a site becomes inoperable but the control tower is fine, or vice versa, the required D-RAPCON subsystem could be deployed to fill the need.

The system, once fielded, will replace aging systems that have become harder and far costlier to maintain. In addition to solving those maintenance headaches, the new system will significantly improve radar accuracy and reliability. While the legacy systems rely on analog technology, D-RAPCON will process radar signals digitally. It will also operate in both military and civilian radar bands.

The system will provide sequencing, separation of aircraft, navigation assistance and airspace control services, all with the modern accuracy and other state-of-the-art features.

The Context

Raytheon's radar and operations subsystems are already part of the Department of Defense inventory and are in operation at fixed site locations throughout the world. As such, these systems have passed rigorous National Airspace System (NAS) testing and certifications, which will significantly lower both performance and schedule risk for the D-RAPCON program.

The U.S. military is currently using a system called ATNAVICS. D-RAPCON's radar will provide 60-mile lookout versus ATNAVICS' 30 miles and accommodate more operators.

The U.S. Air Force plans to buy 19 D-RAPCON systems, 10 of which will reside in the Air National Guard, seven at active-duty Air Force Space Command units, one for the service's air traffic control school and another for depot maintenance activities.

Comments

"This is a game changer when it comes to safe, modern, deployable air traffic control," said Mike Prout, vice president for Raytheon Network Centric Systems' Security and Transportation Systems. "With over 150 Raytheon ASR-11 digital airport surveillance radars and over 100 Standard Terminal Automation Replacement Systems (STARS) fielded, certified and in operation, we believe that this confirms that the Raytheon solution is the best choice for future U.S. Air Force deployable ATM"

Further Readings

• D-RAPCON (pdf)

References: Raytheon (1), AFCEA Boston (2), Hanscom (3)