Operational Evaluation of Digital Taxi Instruction

In the current Air Traffic Management (ATM) environment, there is an information access asymmetry between the flight crew and stakeholders on the ground. In many cases, the flight crew, dispatchers, and air traffic manager do not readily have access to updated relevant information to collaborate in determining favorable trajectories for individual flights. This information collaboration between air crew, their dispatchers, and air traffic manager is constrained by current communication capabilities. Air/ground System Wide Information Management (SWIM) concept of operations offers a solution to overcome this communication challenge in the future. The Federal Aviation Administration (FAA) in collaboration with industry stakeholders conceived, planned and executed an Aircraft Access to SWIM (AAtS) demonstration project to determine the feasibility of air-ground communications. The demonstration was conducted in two phases and a series of scenarios of increasing complexity leading up to initial 4-Dimensaional Trajectory (4DT) preferences exchange. Phase 1 demonstrated the ability to share advisory information with the flight crew by utilizing existing commercial data links and hardware in the flight deck. Phase 2 demonstrated the feasibility of bi-directional information exchange between aircraft and ground systems via the SWIM Service Oriented Architecture (SOA). The SOA included data management service provider (DMSP), data link provider (DLP), and electronic flight bag (EFB) with software applications. The final 4DT preference exchange scenario demonstration was completed in October 2016. This paper discusses the concepts, assumptions, communication scenarios and results of the AAtS demonstration project. The lessons learned through the AAtS demonstration provide meaningful considerations for guidance on future air-ground information sharing and collaborative decision-making environment.

The International Civil Aviation Organization (ICAO) Manual on Flight and Flow Information for a Collaborative Environment (FF-ICE) outlines the components and requirements to achieve a common picture in global Air Traffic Management (ATM) for implementation readiness in 2020. To prepare for this global implementation by ATM stakeholders and ensure the technical feasibility and interoperability across implementations, the Federal Aviation Administration (FAA) initiated the International Interoperability Harmonization and Validation project (IIH&V) to validate the FF-ICE Planning Provisions [1], FF-ICE Implementation Guidance [2], and message exchanges in a lab environment. This paper explores the technical components of the FAA's IIH&V exercise while the complementary paper “An Operational Approach to FF-ICE Planning and Global Harmonization through IIH&V” explores operational components of the exercises. In order to effectively validate the FF-ICE Planning provisions and implementation guidance, it was required that the exercises focus on two areas. The first focus area was ensuring that future versions of the ICAO exchange models (primarily FIXM) were prepared to support FF-ICE. The second focus area was identifying system-level implementation decisions that could affect international interoperability, critical components to implementation readiness. Thus, the role of the ICAO exchange models, the role of data governance, and the feedback communicated to the FIXM Configuration Control Board (CCB) and the ATM Requirements Performance Panel (ATMRPP) are discussed herein. The FAA split the focus of the IIH&V project into three sequential validation exercises, with each exercise integrating more advanced systems into the lab infrastructure. For each exercise, the paper presents a system architecture diagram as well as an overview of the messages exchanged across systems. Several validation exercises have taken place in the context of a mixed mode environment in which only a subset of actors is FF-ICE capable, thus requiring the use of “bridging” capabilities such as data transformation to allow systems to remain interoperable despite differences in message type, version, etc. Validation 1 included the initial “mixed mode” environment envisioned in 2020 in which FF-ICE capable actors have implemented pre-departure FF-ICE message exchanges for pre-departure trajectory negotiations, while other actors are still using legacy capabilities. Validation 2 expanded trajectory negotiation into the post-departure portion of an active flight using bi-directional Air-to-Ground (A/G) System Wide Information Management (SWIM) data links, and single or bi-directional communications between the Flight Management System (FMS) and Electronic Flight Bag (EFB). Validation 3 further explored post-departure trajectory negotiation leveraging Data Communication (DataComm) messages in addition to A/G SWIM. The outputs and results of the IIH&V project outlined in this paper bring clarity to FF-ICE Planning Provisions and Implementation Guidance, as well as support the authoring organizations refining these documentations through input given to the ATMRPP. The IIH&V project also begins laying the groundwork for the development of FF-ICE Execution for post-departure.

The 4D trajectory management program will require a major shift in infrastructure and operational management processes to deliver accurate and reliable information to trajectory management team. As a result, air traffic management operation will demand Network Enabled Operations (NEO) concepts such as the System Wide Information Management (SWIM) framework to ensure that the decisions are made with the correction information at the right time. SWIM provides standards, infrastructure, and governance practices to allow information exchanging through interoperable services. Consequently, SWIM must provide methods to (a) integrate a large variety of data; (b) filter information in a way that only the relevant ones are retained to explain the results; (c) enable National Airspace System (NAS) operators, pilots, controllers, and traffic flow specialists to extract value of air traffic systems in real-time; and (d) to seek and explore complex and evolving data's relationships. However, SWIM still lacks support to deal with big data analytics and to aggregate computing resources on-demand. As the main contribution of this paper, we describe the challenges and new focuses of SWIM researches. Likewise, we present an architecture to enable big data analytics services in SWIM. The proposed architecture relies on big data processing frameworks to handle data acquisition and data filtering on near-real time taking into account users' objectives; and to guarantee that the data go through all the gives stage of the life cycle of ATM applications, avoiding the silos that may happen in each data analysis stage.

With the rapid increase in local and global air traffic, the system-wide operational information exchange and life-cycle management technologies are required to improve the capacity, safety and efficiency of Air Traffic Management (ATM) system. The System Wide Information Management (SWIM) concept is to change the conventional ATM information architecture from point-to-point data exchanges to system-wide interoperability. In this paper, the concept, architecture and design technologies of a real-time oriented multi-layer SWIM system architecture for service assurance are discussed. Moreover, to promote the development of SWIM, the project of Mini Global demonstration has been conducted by the Federal Aviation Administration (FAA) to exchange air transportation information among different Air Navigation Service Providers (ANSPs) by using standardized information exchange models. This paper also introduces the results of this demonstration and the lessons learned from this experience.

Air Traffic Management helps to ensure all National Airspace System (NAS) operators have the opportunity to safely accomplish their operational goals while maintaining NAS efficiency. Advancements in technology and a robust global demand for access to space are leading to new space flight participants and increasing numbers of space launch and reentry operations, adding complexity to NAS management coordination and decision-making processes. Diversity of launch and reentry profiles and locations, coupled with increased activity [1, 2], will impact airspace management planning by requiring increased coordination among the Federal Aviation Administration (FAA) and other federal agencies, civilian facilities, and commercial operators. Current processes will not scale as space activity in the NAS increases. The MITRE Corporation is working with the FAA to improve launch and reentry operations efficiency and repeatability. The approach includes analyzing current processes and identifying how more standardized communication mechanisms, integrated information flows, and consistent analysis capabilities can be applied. This paper describes a concept for sharing information and integrating it as part of a standardized, repeatable process that can help the FAA meet future space activity needs in the NAS. A key feature is to integrate information related to NAS effects assessment into the process to facilitate rapid analysis and feedback.

A number of Federal Aviation Administration (FAA) automation systems and developmental programs interoperate to support the day-to-day operations of the National Airspace System (NAS). The integration of New Entrants (NEs), such as Remotely Piloted Aircraft (RPA) 1 and Space Vehicle (SV) operations, into the NAS will require modification to the current state of automation. Examining the relevant operational, technical, and procedural implications of integrated NE operations, in addition to exploring the potential impacts of accelerated RPA usage on NAS dynamics, are critically important efforts necessary to understanding operational impacts to NAS systems and users. Our paper presents the potential impacts of RPA integration on two of these systems: En Route Automation Modernization (ERAM) and Traffic Flow Management System (TFMS). A significant component of the impact on NAS systems comes from flight plan and related data processing since all SVs and many RPAs will fly non-standard flight patterns (e.g., RPA loitering and grid search). The processes and details of the non-traditional flight routes, as well different RPA performance specifications, need to be considered as missions are overlaid on the national jet route structure. Of particular concern and interest are the changes in air traffic control (ATC) and air traffic management (ATM) systems and sub-systems needed to address air traffic controller workload and workload complexity concerns associated with NE activities. One potential accommodation approach, presented in this paper, is the use of Dynamic Airspace Configuration both for RPA routine operations and contingency events. Additionally, we present an RPA 1 In this paper, UAS and RPA are used interchangeably without intending any difference per se. It is noted that the U.S. DoD and ICAO use RPA while NASA and the FAA use UAS. demand forecast tool developed under a National Aeronautics and Space Administration (NASA) project. This tool will assist the FAA in meeting its objectives for accommodation of RPA by providing accurate demand forecast information.

This paper addresses topics concerning the development of future Unmanned Aerial Vehicles (UAV) so that they can operate safely within the community of the Federal Aviation Administration (FAA) and the International Civil Aviation Organization (ICAO). Studies by the Defense Science Board; the Office of Science and Technology; Government Accountability Office; and the Congressional Research Service: Library of Congress; have all emphasized that soon there will be a significant number of UAVs operating sideby- side with manned civil aircraft in the FAA’s National Airspace System (NAS). It is anticipated that future UAVs will start to perform many of the dull, dirty, and dangerous civilian missions. In 2006, about 600 UAVs are expected to be manufactured in the US alone. Therefore, there is an urgent need for developers of UAVs to understand safety certification for operations in the NAS, and that safety certification starts with the safety requirements; safety design; safe development process; safety verification; and safe operating procedures in the planned operational environment. This paper presents and discusses the experiences and lessons gained by the authors on the development of end-toend aviation safety; from the safety requirements to their final safety certification in the planned operational environment. The authors’ previous and ongoing works include the Global Navigation Satellite Systems (GNSS) systems such as the GPS; WAAS; LAAS; MSAS; GPS III; and different operational environments at different airports such as Incheon International Airport. The FAA started with the two traditional safety certifications processes: airborne system certification and ground system certification; governed mostly by Federal Aviation Regulations (FAR) and FAA’s Acquisition Management System (AMS), respectively. However, when FAA started to implement GNSS, the lines between airborne and ground systems became blurred, and as a result many current Communications, Navigation, Surveillance, and Air Traffic Management (CNS/ATM) systems have to follow both processes. We will also discuss the current Safety Management Systems being developed by both FAA and ICAO as an integrated, systematic, and harmonized approach and process to sort out the differing safety requirements from FAA, SAE-ARP, MIL-STD, RTCA, ASTM, ICAO, etc. to provide the eventual safe operations within the NAS. The discussion will then focus on the real world of institutional, operational, and technical issues for safety certification worldwide. Despite the numerous standards and guidance documents, many past safety analyses and studies were guided by best practices that had been used successfully in the past to streamline the process of providing all the required documentations and verifications. One such area is in the use of the “Integrity Panel of Experts” that had been used successful in the implementation of safety for the FAA’s Wide Area Augmentation System (WAAS) and Local Area Augmentation System (LAAS) programs. In many areas of the world, safety certification from a technical point of view is only the first step to achieving safety certification to fly in their national and sovereign airspace. Finally, we will show the first steps that UAV manufactures need to consider if they want their UAVs to be approved to fly safely in different national civilian airspace.

The Federal Aviation Administration (FAA) is accelerating the transformation of aviation operations through an automation evolution strategy refining capabilities and processes in the National Airspace System (NAS), including Traffic Flow Management (TFM). To chart the execution of the NAS's next TFM operational evolution phase leading up to 2030, the FAA established a joint collaborative effort, with representation across multiple lines of business and NAS users. This effort to develop the FAA Air Traffic Organization's (ATO) Corporate Plan for TFM, termed Future Flow Management (FFM), is charged with understanding current and future TFM stakeholder needs and perspectives and prioritizing and integrating among them while innovatively addressing diverse strategic initiatives as they pertain to TFM.The MITRE Corporation's Center for Advanced Aviation System Development (MITRE CAASD) has been capturing and validating with FAA Subject Matter Experts (SMEs) a robust ATO FFM Corporate Plan. This is a set of four documents: Corporate Plan Overview, Vision, Strategy, and Action Plan. To provide a comprehensive mechanism to share, review, and analyze this volume of information in a more effective manner, MITRE CAASD developed a database with the material and various visualizations of this corporate plan. This paper will discuss the development of visualizations and user stories for stakeholder interaction and use.

As the airline industry continues to adapt to high oil prices and ongoing security issues, new technologies continue to create opportunities for aircraft manufacturers. Continental Airlines will take delivery of ten Boeing 787 aircraft starting in 2007. This paper focuses on two key technical areas. First, the state-of-the-art Rockwell/Collins avionics systems for the 787 are described. The flight deck overview includes displays, flight controls, security, data and communications systems supporting 787. Second, the 'electronic flight bag', which replaces the large black case that pilots typically carry, is reviewed and the reasons for one carrier's decision for choosing a specific configuration are presented.

Advanced wireless technologies are in more demand for the efficient and safe air travel. Increased air traffic congestion along with unpredicted weather conditions, poses lot of challenges for the safe air travels. Today’s advanced wireless technologies could help us to achieve that required level of accuracy by providing better connectivity and communication among different airplanes and air-traffic control stations. In this paper, we have discussed various wireless technologies like 5G, Augmented Reality (AR), Aeronautical Mobile Airport Communication System (AeroMACS), Wireless Avionics Intra-Communications (WAIC), Internet of Things (IoT), System Wide Information Management (SWIM). After this study, we analyzed that each technology has its own capability and is able to transmit the data among different on board systems in the plane and air traffic control systems on the ground. These technologies are going to play a key role to improve the communication among ground controllers and other aircraft.KeywordsWireless technologiesAviation safety5GIoTAugmented realityAeronautical Mobile Airport Communication SystemWireless Avionics Intra-Communications

This paper describes the mobile object and conveyance architectures supporting the new service in a notional, net-centric SWIM (system-wide information management) environment, the many benefits and uses of Sensis SPM (surveillance performance monitor) data, and provide the development efforts required by other NAS (National Airspace System) system providers to link to this service or to develop a similar SWIM service with Topia mobile objects

For a system to be managed, it must be measured. The National Airspace System (NAS), the collection of airspace and airport resources in and under the control of the United States (U.S.), is a very complex system which presents great challenges of measurement and management. One key measure of en route airspace efficiency is flying time, i.e., the amount of time it takes for an aircraft to travel through en route airspace on its flight from origin to destination airport. A number of factors influence flying time, the most obvious being the winds. Other important factors are: traffic congestion, air traffic management (ATM) interventions, route structure, industry strategies, and weather. In this paper, we calculate en route flying time in the aggregate and compare a subset of data for the years 2001 and 2002. We account for aircraft equipment type and adjusted flying time for wind effects. In addition, we have selected for analysis a sample of only good weather days (15 in each of the 2 years). The results show that 2002 has slightly shorter flying times than 2001, on the order of 20–25 seconds shorter. Although we did not investigate the causes for the change, we conjecture that the lower levels of traffic after the Fall of 2001 are causing less congestion and less delay. New automation and procedural initiatives may also be contributing to the improvement. Introduction The Federal Aviation Administration (FAA) is charged with the safe, efficient movement of air traffic in U.S. airspace. In recent years, the FAA has begun initiatives to measure efficiency of airspace usage. The measurements are useful for determining the impact of automation and procedural enhancements. Such measurements are also useful for identifying problem areas in the NAS, which can be targeted for remediation. Changes in efficiency may be examined as a function of time. This study assessed system efficiency using en route flying times, comparing 2001 versus 2002. Although several studies have been performed in the past calculating changes in en route flying distance, the authors are familiar with one time-based analysis in the open literature. Bolczak, et al. used Estimated Time of Arrival (ETA) data to analyze a trend in flying time, and discover some year-to-year changes. Other studies of flight times are in the literature, though they have not compared actual or modeled values across years. An early simulation of Free Flight, Ball, et al. analyzed flying times for flights without the constraints of route structuring. Efficiency may be defined as the level of utilization of a resource, with consideration of the cost or effort undertaken to achieve that level. † Free Flight is an industry/government initiative which provides greater freedom for pilots and airlines to select planned and flown routes and take-off times. Free Flight supports collaboration between airspace managers and airspace users. 1 American Institute of Aeronautics and Astronautics Willemain examined sources of variability in flying times for certain city pairs. The Bureau of Transportation Statistics has collected flight time statistics and hosts a web site which allows the public to access this information. In this study, results are presented in aggregated form, with some detail with respect to city pairs. Differences were found in the flying time metrics: 2002 has slightly lower flying times than 2001. The causes for this difference are not discussed.

Wake turbulence encounters are a significant concern to pilots flying in the National Airspace System (NAS). The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) has worked with the Federal Aviation Administration (FAA) to increase efficiency and capacity in the NAS that will come with the FAA's Next Generation Air Transportation System (NextGen). By increasing efficiency and capacity, there will be a corresponding reduction in required separations that exist in operations today. As operations are optimized and these separations are reduced, it is important that there is not an increase in wake encounter rates that would tend to limit the acceptance of NextGen. NextGen technology, however, may enable the community to provide better tools to pilots and controllers for avoiding wake, thereby bounding the wake encounter rate at no more than today's operationally acceptable level. In this paper, arrival and departure procedures that take advantage of Automatic Dependent Surveillance-Broadcast (ADS-B) and Cockpit Display of Traffic Information (CDTI) technology in the cockpit are reviewed and their performance during a human-in-the-loop evaluation discussed.

In the constant drive to further the safety and efficiency of air travel, the complexity of avionics-related systems, and the procedures for interacting with these systems, appear to be on an ever-increasing trend. While this growing complexity often yields productive results with respect to system capabilities and flight efficiency, it can place a larger burden on pilots to manage increasing amounts of information and to understand intricate system designs. Evidence supporting this observation is becoming widespread, yet has been largely anecdotal or the result of subjective analysis. One way to gain more insight into this issue is through experimentation using more objective measures or indicators. This study utilizes and analyzes eye-tracking data obtained during a high-fidelity flight simulation study wherein many of the complexities of current flight decks, as well as those planned for the next generation air transportation system (NextGen), were emulated. The following paper presents the findings of this study with a focus on electronic flight bag (EFB) usage, system state awareness (SSA) and events involving suspected inattentional blindness (IB).

Effective verification and validation of complex and integrated human-machine systems depends on the selection of appropriate performance measures and on the adequacy of the measurement tools and procedures used to measure system and human performance. In December 1990, the Federal Aviation Administration (FAA) published the first draft of the National Plan for Aviation Human Factors (FAA, 1990), the culmination of over a year’s coordinated effort involving the FAA, the National Aeronautics and Space Administration (NASA), and the Department of Defense (DoD) to develop a plan to address the highest priority human factors issues facing the National Airspace System (NAS).