513 research outputs found
SESAR: Getting Good Value for Airlines.
No full textSESAR is Europe’s ‘Single European Sky Air traffic Research system’, targeted at post 2020. The vision is to integrate and implement new technologies to improve air traffic management (ATM) performance. The focus for planning and executing system operations will increasingly be aircraft navigating high-quality 4D trajectories: a 4D trajectory is the aircraft path, three space dimensions plus time, from gate-to-gate, ie including the path along the ground at the airport. A 20+ year ATM plan has to use limited information on the success of innovations and the development of large-scale, often safety critical, software (which by its nature can take markedly longer and costs markedly more than early estimates). SESAR must be sufficiently flexible in deployment to maximise financial benefits to individual stakeholders using their specific financial criteria. Airline needs are the main ATM system/business drivers. Airlines do not want to commit to developing an ‘ultra-modern system’ per se, but rather to one that makes business-sensible investments in new technologies that are indispensable for achieving improved safety and meeting projected capacity requirements. The approach is been to use simple corporate finance ideas to examine the different viewpoints and business environments of air traffic service suppliers (‘ANSPs’) and individual airlines. The key decision-making point is that ANSPs act as agents for airlines as a whole. The key financial point is that a typical airline has to work hard to survive and needs quick paybacks on investment. The design of the SESAR R&D and project portfolios can learn lessons from information technology systems design and deployment. ‘Real option analysis’ of systems can increase business value by improving the sequencing and partitioning of projects, helping to ensure that the system is adaptable to technological innovation and changes in business needs
SESAR Solution 08.01 Validation Plan (VALP) for V2 - Part I; D2.1.040
No full textDissemination level = CO confidentialThis validation plan describes the V2 validation activities planned for solution 1 of the PJ08 Advanced Airspace Management. The aim of the planned validation activities in Wave 1 is to complete V2 maturity level of the four Operational Improvements as foreseen in the Transition Validation Strategy [22]: • AOM-0208- B • AOM-0805 • AOM-0809A & AOM-0809-B • CM-0102- B Model based, fast time simulations and real time simulations are planned to address stakeholders’ needs and assess the KPAs. This document is part of a project that has received funding from the SESAR Joint Undertaking under grant agreement No 731796 under European Union’s Horizon 2020 research and innovation programme.SESAR Solution 08.01 Validation Plan (VALP) for V2 - Part I; D2.1.040acceptedVersio
Air Traffic Safety: continued evolution or a new Paradigm.
No full textThe context here is Transport Risk Management. Is the philosophy of Air Traffic Safety different from other modes of transport? – yes, in many ways, it is. The focus is on Air Traffic Management (ATM), covering (eg) air traffic control and airspace structures, which is the part of the aviation system that is most likely to be developed through new paradigms. The primary goal of the ATM system is to control accident risk. ATM safety has improved over the decades for many reasons, from better equipment to additional safety defences. But ATM safety targets, improving on current performance, are now extremely demanding. What are the past and current methodologies for ATM risk assessment; and will they work effectively for the kinds of future systems that people are now imagining and planning? The title contrasts ‘Continued Evolution’ and a ‘New Paradigm’. How will system designers/operators assure safety with traffic growth and operational/technical changes that are more than continued evolution from the current system? What are the design implications for ‘new paradigms’, such as the USA’s ‘Next Generation Air Transportation System’ (NextGen) and Europe’s Single European Sky ATM Research Programme (SESAR)? Achieving and proving safety for NextGen and SESAR is an enormously tough challenge. For example, it will need to cover system resilience, human/automation issues, software/hardware performance/ground/air protection systems. There will be a need for confidence building programmes regarding system design/resilience, eg Human-in-the-Loop simulations with ‘seeded errors’
Air traffic management safety challenges
No full textThe primary goal of the Air Traffic Management (ATM) system is to control accident risk. ATM
safety has improved over the decades for many reasons, from better equipment to additional
safety defences. But ATM safety targets, improving on current performance, are now extremely
demanding. Safety analysts and aviation decision-makers have to make safety assessments
based on statistically incomplete evidence. If future risks cannot be estimated with precision,
then how is safety to be assured with traffic growth and operational/technical changes? What
are the design implications for the USA’s ‘Next Generation Air Transportation System’
(NextGen) and Europe’s Single European Sky ATM Research Programme (SESAR)? ATM
accident precursors arise from (eg) pilot/controller workload, miscommunication, and lack of upto-
date information. Can these accident precursors confidently be ‘designed out’ by (eg) better
system knowledge across ATM participants, automatic safety checks, and machine rather than
voice communication? Future potentially hazardous situations could be as ‘messy’ in system
terms as the Überlingen mid-air collision. Are ATM safety regulation policies fit for purpose: is it
more and more difficult to innovate, to introduce new technologies and novel operational
concepts? Must regulators be more active, eg more inspections and monitoring of real
operational and organisational practices
Drone Information Service Requirements for U-Space
No full textThe work presented in this paper is part of the SESAR Horizon 2020 exploratory research project DREAMS, which analyses operational and technical aspects of drone Aeronautical Information Management (AIM) for Europe’s Unmanned Traffic Management system, U-Space. The main objective of DREAMS is to analyse the present and future needs of aeronautical information for future drone flight. The present paper investigates the required information services for achieving safe drone traffic operations in very low altitude airspace. The required drone information services were identified by conducting a comprehensive gap analysis on existing information services from manned aviation and current U-Space service providers in line with drone operator and user requirements. The latter was amalgamated from a comprehensive online survey, an identification of reference scenarios and high-level U-Space services. This research study indicated information gaps in seven key categories: flow management, meteorological, environment, flight, surveillance, communication and drone (vehicle) information. Finally, solutions to bridge these gaps are proposed in this paper.Control & SimulationControl & Operation
PENERAPAN METODE DEKONVOLUSI WERNER UNTUK MENGIDENTIFIKASI KEBERADAAN SESAR BERDASARKAN DATA GAYABERAT DAERAH GARUT UTARA
No full textMetode dekonvolusi werner merupakan salah satu metode interpretasi yang digunakan untuk mengestimasi posisi dan kedalaman benda anomali dari suatu medan potensial gayaberat tanpa memerlukan harga rapat massa. Penerapan dekonvolusi werner terhadap data gayaberat di daerah Garut Utara dilakukan untuk memperoleh gambaran mengenai struktur sesar daerah Garut Utara. Hasil dekonvolusi werner menunjukkan adanya beberapa sesar. Sesar diduga berada di sekitar daerah Selaawi dengan kedalaman 2 sampai 8 km., di sekitar daerah Balubur Limbangan dengan kedalaman berkisar antara 1 sampai 8 km, di daerah Cibatu, sesar diperkirakan berada pada kedalaman yang lebih dalam yakni berkisar antara 3 sampai 10 km. Untuk lintasan B-B’ sesar diduga berada di sekitar daerah Ciaro dengan kedalaman 2 sampai 8 km, dan di sekitar daerah Cibiuk dengan kedalaman 2 sampai 6 km. Sesar-sesar ini diduga merupakan bagian dari sesar yang memanjang melewati G.Seda Keling dan sesar yang melewati G.Haruman
Engage D3.9 The Engage wiki - an update on the KTN's knowledge hub functionality, research maps and repository
No full textThis report is a reference document for the Engage wiki. It summarises the key features developed, their status and the legacy planning for the wiki. Inter alia, the wiki hosts the first interactive research map of European ATM, an ATM concepts roadmap, the first consolidated listing of European university programmes and a new, one-stop (data) repository for the research community. Key outputs and results enabled through the wiki, such as mapping research gaps, are discussed in Engage D3.10, which focuses specifically on opportunities for innovative ATM research. These deliverables comprise a pair of legacy deliverables of particular use and importance for any KTN launched within the SESAR 3 Exploratory Research programme
Az SES-SESAR rendszer bemutatása, megvalósulásának folyamata Magyarországon
No full textThis paper introduces briefly the essence and the goals of the Single European Sky initiatives and the background and the purpose of the SESAR ATM research. The author reviews some innovative air navigation research already implemented in Hungary.A cikk röviden bemutatja az Egységes Európai Légtér tervezet lényegét, céljait, ismerteti a SESAR kezdeményezésének okait, hátterét. Bemutatja a résztvevőket, az elérendő célokat. Bemutatásra kerülnek a legújabb innovatív léginavigációs fejlesztések, melyek hazánkban már megvalósultak
Reconstructing Aircraft Turn Manoeuvres for Trajectory Analyses Using ADS-B Data
No full textThe Automatic Dependent Surveillance-Broadcast (ADS-B) data has become one of the most popular sources of data for trajectory-based ATM studies. It is can be received in most of the world without restrictions. Extended coverage can be achieved with a network of low-cost receivers and satellites. However, the fact that ADS-B is designed to contain only a low number of aircraft states such as position and velocity poses a challenge for some trajectory-based studies, for example, using ADS-B data to study aircraft turns. To this extent, air traffic controllers commonly rely on Mode-S track and turn reports to gather additional information like bank angle and turn rates during turns. Unlike ADS-B, this data has a low update rate and is not always openly available for all researchers. In this paper, we propose methods that allow researchers to extract and analyze aircraft turn parameters from ADS-B data during offline flight analysis. The paper first discusses the dynamics of aircraft turns. Then, based on ADS-B trajectory data, several steps are designed to derive turn radius, bank angle, and turn rate of an aircraft. The estimation results are validated with aircraft track and turn reports from Mode S Enhanced Surveillance. The median errors for bank angle and turn rate are found to be less than 2 degrees and 0.1 degrees/s respectively, which reflects the accuracy of the estimation approach.Control & SimulationControl & Operation
Az SES-SESAR rendszer bemutatása, megvalósulásának folyamata Magyarországon
No full textThis paper introduces briefly the essence and the goals of the Single European Sky initiatives and the background and the purpose of the SESAR ATM research. The author reviews some innovative air navigation research already implemented in Hungary.A cikk röviden bemutatja az Egységes Európai Légtér tervezet lényegét, céljait, ismerteti a SESAR kezdeményezésének okait, hátterét. Bemutatja a résztvevőket, az elérendő célokat. Bemutatásra kerülnek a legújabb innovatív léginavigációs fejlesztések, melyek hazánkban már megvalósultak
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