Showing papers on "Required navigation performance published in 2010"

Simulation Analysis of Positioning Performance of BeiDou-2 and Integrated BeiDou-2/GPS

Abstract: A new method has been proposed for assessing availability of satellite navigation system. Software has been compiled to simulate BeiDou-2 (BD-2) constellation with 12 satellites and GPS constellation. Based on 27 stations of Crustal Moment Observation Network of China, satellite visibility, dilution of precision (DOP), and availability of BD-2, GPS and integrated BD-2/GPS are calculated and analyzed in detail. Simulation results reveal that the visibility of BD-2 is superior to that of GPS and the variation of DOP of the former is more stable in China. The system availability of BD-2 is superior to that of GPS. And the integrated BD-2/GPS system is superior to any single system in all respects of positioning performance. Without other aided technical measures, GPS is insufficient for the requirement of availability of the required navigation performance (RNP), and BD-2 and integrated BD-2/GPS can meet the requirement of RNP under some conditions.

Multiple transition RNP approach procedure

Abstract: A required navigation performance (RNP) approach method is described that includes providing a plurality of fixed, predetermined waypoints associated with at least one runway of at least one airport, providing a predetermined plurality of constant radius turnpoints connecting a downwind leg of the runway to a final approach leg of the runway, and assigning one of the constant radius turnpoints to an aircraft capable of flying an RNP approach, the turnpoint selected to provide separation from other approaching aircraft and a landing time for the aircraft.

Navigation system for vehicle and navigation service method for the same

Abstract: A navigation system for a vehicle and a navigation method for the same are disclosed. The navigation system collects transportation information and fuel efficiency information from several source vehicles located in a specific region, generates an optimum route for the corresponding region, and informs a target vehicle having requested a navigation service of the optimum route, resulting in the implementation of more effective navigation service.

Evaluation of hazard and integrity monitor functions for integrated alerting and notification using a sensor simulation framework

Abstract: This paper discusses the results of an initial evaluation study of hazard and integrity monitor functions for use with integrated alerting and notification. The Hazard and Integrity Monitor (HIM) (i) allocates in formation sources within the Integrated Intelligent Flight Deck (IIFD) to required functionality (like conflict detection and avoidance) and determines required performance of these information sources as part of that function; (ii) monitors or evaluates the required performance of the individual information sources and performs consistency checks among various information sources; (iii) integrates the information to establish tracks of potential hazards that can be used for the conflict probes or conflictprediction for various time horizons including the 10, 5, 3, and <3 minutes used in our scenario; (iv) detects and assesses the class of the hazard and provide possible resolutions. The HIM monitors the operation-dependent performance parameters related to the potential hazards in a manner similar to the Required Navigation Performance (RNP). Various HIM concepts have been implemented and evaluated using a previously developed sensor simulator/synthesizer. Within the simulation framework, various inputs to the IIFD and its subsystems are simulated, synthesized from actual collected data, or played back from actual flight test sensor data. The framework and HIM functions are implemented in Simulink®, a modeling language developed by The Mathworks™. This modeling language allows for test and evaluation of various sensor and communication link configurations as well as the inclusion of feedback from the pilot on the performance of the aircraft. Keywords: Hazard and Integrity Monitor, Hazard Tracking, Simulink, Integrated Intelligent Flight Deck

Terminal area arrival management concepts using tactical merge management techniques

Abstract: This paper describes operational concept options for 4D trajectory-based arrival management in the terminal area, using Flight Management Systems (FMS) capable of Area Navigation (RNAV), Required Navigation Performance (RNP), Vertical Navigation (VNAV), as well as Required Time of Arrival (RTA) and airplane-based Interval Management (IM). Furthermore, it is assumed that the ATM automation system provides support to the controller to enable the airplane to fully utilize the above capabilities while maximizing the throughput of a large airport. The paper assumes an arrival management process that is consistent with the current FAA automation architecture for Time-Based Metering, and with the capabilities of the NASA Center-TRACON Automation System (CTAS), i.e. the Traffic Management Advisor (TMA) and Efficient Descent Advisor (EDA). The paper refers to the use of these particular capabilities, but many other similar capabilities are already in use or under development across the ATM industry. The paper also assumes the use of an automation capability for efficient operations through the TRACON that supports the airplane capabilities described above. The capability considered in this paper is based on the Relative Position Indicator (RPI) developed by MITRE CAASD, which is scheduled for demonstration in selected FAA TRACON facilities in 2010. The paper discusses the RPI concept in the context of other concepts that involve RNAV/RNP, RTA and IM capabilities. An analysis of the technical performance of these arrival management concepts using the Boeing Trajectory Analysis and Modeling Environment (TAME) is presented. The paper describes how the authors chose to represent the potential application of the RPI in a fast-time simulation of the Denver TRACON airspace. The results show the influence of speed control strategies and scenario design on spacing performance and runway delivery accuracy.

High-performance trajectory prediction for civil aircraft

Abstract: High-performance trajectory prediction is at the core of strategic airspace capacity and safety enhancement. Current state-of-the-art trajectory prediction models are based on a three-dimensional point-mass model, using often predefined settings from existing databases rather than real-time information available onboard the aircraft to determine aircraft dynamics. As a result trajectory prediction performance is limited by the accuracy of these settings. This paper addresses this limitation and proposes a high-performance four-dimensional trajectory prediction model for civil aircraft. The model includes a new flight-control system and an enhanced flight-script. The latter incorporates new taxonomy and content enabling better definition of aircraft intent. The performance of the trajectory prediction model is assessed using data acquired during a real flight trial, and shown to be significantly better than the current models. It has the potential to meet the required navigation performance for departure, en-route and non-precision-approach phases of flight.

Assessment of Collision Risk of Vertical Separation Based on CNS Performance

Abstract: With the breakthrough of aviation technology,international civil aviation organization put forward the communication,navigation and surveillance(CNS) system based on performances.It is composed of required communication performance(RCP),required navigation performance(RNP) and required surveillance perfor mance(RSP).Meanwhile,the separation standard is required to be reduced in order to enhance airspace capacity and decrease delays.Therefore,the assessment of collision risk of vertical separation based on CNS performances has the vital significance.A position error model was established under CNS performances circumstances and a computation formula of vertical overlap probability and lateral overlap probability were deduced that were applied to collision risk model of Reich.Assessment of collision risk of vertical separation was conducted through an example.Computation result shows that the assessment model of collision risk of vertical separation based on CNS performances is feasible.

Analysis of advanced Flight Management Systems (FMS), Flight Management Computer (FMC) field observations trials; Standard Instrument Departures

Abstract: The differences in performance of various manufacturers' Flight Management Systems (FMSs) and their associated Flight Management Computers (FMCs) have the potential for significant operational impact on the air traffic control system and as such need to be examined on a recurring basis. Performance-based navigation (PBN) is a fundamental principle for aircraft operations that will facilitate the transition to future airspace systems. A critical element of PBN is the FMS's capability to fly a consistently repeatable and predictable flight path trajectory that will meet the expectations of air traffic control. FMS manufacturers build their systems in accordance with [1] and [2] for area navigation systems, Technical Standard Orders and Advisory Circulars. Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures and routes are published by the Federal Aviation Administration (FAA) according to criteria contained in FAA orders. It is anticipated that the resulting performance of the aircraft FMC will meet the procedure design requirements identified in the FAA criteria. Sometimes, due to the nearly independent development of procedure design criteria and aircraft performance standards, the paths of various aircraft on the same procedure do not coincide and therefore do not match the expectations of the procedure designer. These differences may result from any or all of the following: variations in FMC equipment installed on the aircraft; variations and errors in procedure coding in the FMC navigation database; variations in aircraft-to-FMC interface and associated aircraft performance capabilities; and variations in flight crew training and procedures. The hypothesis of this paper is that the FMCs built by avionics manufacturers and installed as the core of the FMC/FMS combinations in various airframe platforms perform differently and we will attempt to quantify those differences. This paper focuses on FMC performance when flying Standard Instrument Departures (SIDs) and their associated waypoints and leg types (path terminators) and combinations as described in [3]. Public instrument procedures flown using RNAV equipment are used as the baseline for measuring the performance variations. Controlled field observations trials were made using twelve FMS test benches and three simulators at seven major FMC manufacturers and two airlines. Analysis of data from the trials confirms differences and the details are presented. The intent of this report is to contribute technical data as a foundation for the acceptance of required navigation performance (RNP) departures.

Notice of Retraction Lateral separation minima analysis based on Required Navigation Performance

Abstract: Required Navigation Performance was envisaged by ICAO as a means to avoid the inflexibility and slow changability of equipment mandates for airspace operation. It is an advanced tool in air traffic control, and will replace the current navigation system. Therefore, a new collision risk model related to RNP is required to be established. This paper present a RNP-based collision risk model by assuming route structure and deriving the RNP distribution density formula, then provides the CRM value of separation varying from about 1 to 100 n mile. The results obtained by computer simulation. The estimates of the lateral risk due to all causes are compared with a Target Level of Safety (TLS) of 5e-9 accidents per-flight hour. The legal separations are shown in the table by bold fonts. This research will be of great significance to air traffic controllers or other astronautic researchers.

Human-In-The-Loop simulation of area navigation visual flight procedures at atlanta international airport

Abstract: The Federal Aviation Administration (FAA) has committed to implementing Area Navigation (RNAV) procedures at airports throughout the National Airspace System (NAS). Delta Airlines (DAL) and air traffic controllers from the Atlanta Terminal Radar Approach Control (TRACON) (A80) facility have collaborated to design RNAV Visual Flight Procedures (RVFPs) at Atlanta's Hartsfield-Jackson International Airport (ATL). These procedures are comprised of a modified RNAV Standard Terminal Arrival (STAR) runway transition, a Constant Radius to Fix (RF) turn from the downwind to the final approach course, and the existing RNAV Global Positioning System (GPS) approach procedure. The RVFPs are designed to increase efficiency of properly-equipped ATL arrivals in Visual Meteorological Conditions (VMC). Implementing new RNAV procedures requires consideration of current traffic patterns to ensure a more efficient operation while maintaining high levels of operational safety. A80 requested that The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) conduct a Human-In-The-Loop (HITL) simulation to evaluate the operational acceptability of implementing the proposed procedures from the pilot and controller perspectives. The HITL simulation allowed participants to identify design and procedural issues that required change. These changes were implemented during the course of the HITL simulation, yielding a procedure acceptable to both pilots and controllers.

Graphical Specification of Trajectory-Modification Options in TRAC

Abstract: *TRAC is a route/airspace design, fast-time traffic simulation, and analysis tool for studying NextGen trajectory-based operations. TRAC has been updated to enable users to readily specify trajectory-modification options, referred to as ‘degrees of freedom,’ for controlling aircraft flying Area Navigation/Required Navigation Performance routes. This paper describes the graphical specification scheme and presents example use cases drawn from research on super-density terminal-area operations. The examples illustrate how the capability has been integrated with other TRAC simulation and analysis capabilities, and highlight some implications of employing certain trajectory-modification options in candidate operational concepts.

New Algorithm for Receiver Autonomous Integrity Monitoring

Abstract: A new integrity metric for navigation systems is proposed based on the measurement domain. Probabilistic optimization design offers tools for fault detection by considering the required navigation performance (RNP) parameter and the uncertainty noise. The choice of the proper performance parameter provided the single- valued mapping with the missed detection probability estimates the probability of failure. The desirable characteristics of the residual sensitivity matrix are exploited to increase the efficiency for identifying erroneous observations. The algorithm can be used to support the performance specification and the efficient calculation of the integrity monitoring process. The simulation for non-precision approach (NPA) validates both the viability and the effectiveness of the proposed algorithm.

GNSS Evolutionary Architecture for Civil Aviation Utilization

Abstract: The continuing growth of aviation places increased demands on airspace capacity and emphasizes the need for the optimum utilization of the available airspace, which demands the navigation system being especially reliable after an aircraft approach has commenced. Navigation technology development in GPS from USA, Compass in China, and Galileo in Europe provides the foundation for aviation’s global evolution. Area navigation (RNAV) is a method of navigation that permits aircraft operation on any desired flight path and Required Navigation Performance (RNP) is a statement of the navigation performance accuracy necessary for operation within a defined airspace. All elements of communication, navigation, surveillance (CNS), and air traffic management (ATM) are combined into a CNS/ATM-based system in which RNP/RNAV provides the path for this transition. On the other hand, GNSS evolutionary architecture (GEA) and updated requirements need to be studied. In this paper, analysis and detailed differences between RNAV/RNP toward navigation specifications are first carried out, then key technologies in GEA study panel (GEAS) including three candidates such as GIC, RRAIM, and ARAIM are studied; at last corresponding algorithm and basic architecture are proposed to test the capability of ARAIM implementation with frequency diversity. The idea discussed in this paper is suitable for the development of satellite navigation utilization in civil aviation and helps determine future air traffic management policy.

4D Dynamic RNP Annual Interim Report-Year 1

Abstract: This Annual Interim Report summarizes the activities led by Raytheon, in collaboration with GE Aviation and SAIC, and presents the results obtained during the first year of this research effort to expand the RNP concept to 4 dimensions relative to a dynamic frame of reference. Joint Program Development Office (JPDO)Concepts of Operations for the Next Generation Air Transportation System (NextGen) considers 4 Dimension Trajectory (4DT) procedures a key enabler to Trajectory Based Operations (TBO). The JPDO defines 4DT as a precise description of an aircraft path in space and time . While NextGen assumes that this path is defined within an Earth-reference frame, many 4DT procedure implementations will require an aircraft to precisely navigate relative to a moving reference such as another aircraft to form aggregate flows or a weather cell to allow for flows to shift. Current methods of implementing routes and flight paths rely on aircraft meeting a Required Navigation Performance (RNP) specification and being equipped with a monitoring and alerting capability to annunciate when the aircraft system is unable to meet the performance specification required for the operation. Since all aircraft today operate within the NAS relative to fixed reference points, the current RNP definition is deemed satisfactory. However, it is not well understood how the current RNP construct will support NextGen 4DT procedures where aircraft operate relative to each other or to other dynamic frames of reference. The objective of this research effort is to analyze candidate 4DT procedures from both an Air Navigation Service Provider (ANSP) and aircraft perspective, to identify their specific navigational requirements, assess the shortcomings of the current RNP construct to meet these requirements, to propose an extended 4 Dimensional Dynamic RNP (4D Dynamic RNP) construct that accounts for the dynamic spatial and temporal nature of the selected 4DT procedures, and finally, to design an experiment using the Airspace and Traffic Operations Simulation (ATOS) system to validate the 4D Dynamic RNP construct. This Annual Interim Report summarizes the activities led by Raytheon, in collaboration with GE Aviation and SAIC, and presents the results obtained during the first year of this research effort to expand the RNP concept to 4 dimensions relative to a dynamic frame of reference. A comprehensive assessment of the state-of-the-art international implementation of current RNP was completed and presented in the Contractor Report RNP State-of-the-Art Assessment, Version 4, 17 December 2008 . The team defined in detail two 4DT operations, Airborne Precision Spacing and Self-Separation, that are ideally suited to be supported by 4D Dynamic RNP and developed their respective conceptual frameworks, Required Interval Management Performance (RIMP) Version 1.1, 13 April 2009 and Required Self Separation Performance (RSSP) Version 1.1, 13 April 2009 . Finally, the team started the development of a mathematical model and simulation tool for RIMP and RSSP scheduled to be delivered during the second year of this research effort.