125,009 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
Going Beyond Counting First Authors in Author Co-citation Analysis
No full textThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
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
Dispelling the Myths Behind First-author Citation Counts
No full textWe conducted a full-scale evaluative citation analysis study of scholars in the XML research field to explore just how different from each other author rankings resulting from different citation counting methods actually are, and to demonstrate the capability of emerging data and tools on the Web in supporting more realistic citation counting methods. Our results contest some common arguments for the continued
use of first-author citation counts in the evaluation of scholars, such as high correlations between author rankings by first-author citation counts and other citation
counting methods, and high costs of using more realistic citation counting methods that are not well-supported by the ISI databases. It is argued that increasingly available digital full text research papers make it possible for citation analysis studies to go beyond what the ISI databases have directly supported and to employ more
sophisticated methods
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
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
Evaluating Transatlantic Flight Emissions and Inefficiencies Using Space-Based ADS-B Data
No full textThe increasing demand for global air travel has intensified the urgency to mitigate aviation’s carbon emissions. Continuous monitoring of aircraft fuel efficiency and emissions has become an important task in aviation. One of the main challenges has been the lack of surveillance data for flights across oceans, specifically in the North Atlantic region, where numerous flights occur. Recently, space-based ADS-B data has been made available by new space companies like Spire Global, enabling flight surveillance for aircraft in remote regions, including transatlantic flights. In this study, we utilize several months of space-based ADS-B data from Spire, combined with groundbased ADS-B data from the OpenSky Network, to demonstrate increased accuracy in flight trajectory and emission estimations. We introduce the use of wind data to improve emission quantification. Utilizing these accurate trajectories, we quantify excess emissions by comparing actual flight paths with their optimal alternatives. Our approach provides a robust methodology that benefits future policy for carbon emissions assessments.Control & Simulatio
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