Concept and Laboratory Analysis of Trajectory-Based Automation for Separation Assurance

McNally, David J.; Gong, Chester

doi:10.2514/atcq.15.1.35

Cited by 31 publications

(17 citation statements)

References 17 publications

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“…21,22 Modeling and simulation studies also suggest that ground based automation provides significant benefit in terms of safety, capacity and efficiency and can reduce controller workload if procedures are structured correctly. 23 The challenge is to integrate ground based automation with FMS and datalink to capture all the benefits cited in literature without an unacceptable increase in pilot and controller workload or the introduction of new operator errors or safety issues to the system. For instance, 20% of the 58 operational errors analyzed in a recent study were the direct result of misunderstanding voice transmissions between the flight crew and controller, and 52% were from improperly analyzed horizontal or vertical clearances.…”

Section: Introductionmentioning

confidence: 99%

Flight Deck Procedural Guidelines for Datalink Trajectory Negotiations

Mueller¹,

Lozito²

2008

The 26th Congress of ICAS and 8th AIAA ATIO

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This paper presents an evaluation of three different flight deck procedures for their compatibility with a Trajectory-Based Operations Concept. Particular emphasis is placed on the interoperability of trajectory-based automation concepts and technologies with modern Flight Management Systems and datalink communication to enable negotiation between air and ground. A two-way datalink connection between the trajectory-based automation resident in the Center/TRACON Automation System and the Future Air Navigation System-1 integrated Flight Management System/datalink in NASA Ames' B747-400 Level D simulator has been established. Simulation experiments investigated the use of datalink messages to communicate strategic trajectories.A strategic trajectory is defined as an aircraft deviation needed to solve a conflict or otherwise modify a flight plan route and then merge the aircraft back to its nominal preferred trajectory using a single continuous trajectory clearance. A preliminary pilot-in-the-loop simulation evaluated two candidate procedures using a variety of horizontal and vertical trajectory clearances and found each to be feasible for basic datalink trajectory exchange. The procedure most preferred by the flight crews was adapted to enable trajectory negotiation and a second piloted simulation was conducted to measure important parameters that affect safety and efficiency. This simulation established that limited information exchange during trajectory negotiation between flight deck and ground based automation systems is feasible using current aircraft equipment and modified procedures, but that a number of factors relating to flight deck procedures are important to consider when constructing datalink clearances. Guidelines for designing flight deck-compatible clearances are presented along with the effect of several conditions on the crew's message response time and the extent to which crews initiated negotiations. Among other results it was found that response times are generally shorter for vertical trajectories than horizontal, that prescribed minimum climb rates are difficult for crews to follow, and that basic negotiation using text-based messages requires little extra time than non-negotiated clearances.

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Section: Introductionmentioning

confidence: 99%

Flight Deck Procedural Guidelines for Datalink Trajectory Negotiations

Mueller¹,

Lozito²

2008

The 26th Congress of ICAS and 8th AIAA ATIO

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“…In a HITL evaluation of trajectory-based automation, a conflict probe detected and displayed conflicts to a human controller who generated resolutions using an interactive trial planner [McNally and Gong, 2007]. The traffic scenario covered five high-altitude sectors at 1X and 2X traffic densities.…”

Section: B Ground-based Control With Moderate Automationmentioning

confidence: 99%

Survey of Air/Ground and Human/Automation Functional Allocation for Separation Assurance

Bilimoria

2012

12th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference and 14th AIAA/ISSMO Multidisciplinary Analysis And

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Separation assurance is a fundamental requirement for safe operations of air traffic. New paradigms of separation assurance will be required to accommodate the anticipated increase of air traffic in the future. This paper defines a taxonomy for the allocation of separation assurance functions along the air/ground and human/automation axes, and then builds a knowledge base from a comprehensive survey of separation assurance studies conduced over the past 12 years with an emphasis on high-fidelity human-in-the-loop simulations and operational evaluations. The goal of this effort is to identify trends and gaps in the current knowledge base of functional allocation for separation assurance, so that it may serve as a guide for planning future work. One finding is that limited delegation for arrival merging/spacing has been developed to a relatively high level of maturity. Another finding is that various aspects of automated concepts for ground-based and airborne separation assurance have been well studied; the key challenge going forward is system level integration and evaluation.

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“…Although considerable research has been devoted to exploring this future approach to air traffic control with 4D trajectory support [12][13][14][15][16], a definite concept on a distribution of the roles of automation and human users has not yet been defined. It is clear that higher levels of automation will need to be developed, but the 'central role' of the human operator is not well defined yet.…”

Section: Introductionmentioning

confidence: 99%

Designing for shared cognition in air traffic management

Paassen

Borst

Klomp

et al. 2013

AOP

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It is to be expected that the task of an air traffic controller will change with the introduction of four-dimensional (space and time) trajectories for aircraft, as can be seen in ongoing developments in ATM systems in Europe (SESAR) and the US (NextGen). It is clear that higher levels of automation will need to be developed to support the management of four-dimensional trajectories, but a definite concept on a distribution of the roles of automation and human users has not yet been well defined. This paper presents one approach to the design of a shared representation for 4D trajectory management. The design is based on the Cognitive Systems Engineering framework and by using a formative approach in the analysis of the work domain, a step-wise refinement in the planning and execution of 4D trajectories is proposed. The design is described in three Abstraction Hierarchies, one for each phase in the refinement. The ultimate goal is to design a shared representation that underlies both the design of the human-machine interface and the rationale that guides the automation. It is foreseen that such a shared representation will greatly benefit the shared cognition in ATM and allows shifting back and forth across various levels of automation. A preliminary version of a joint cognitive system for 4D trajectory management has been developed and will be introduced in this paper. Further work will focus on the refinement of the shared representation by means of human-in-the-loop experiments.

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Concept and Laboratory Analysis of Trajectory-Based Automation for Separation Assurance

Cited by 31 publications

References 17 publications

Flight Deck Procedural Guidelines for Datalink Trajectory Negotiations

Flight Deck Procedural Guidelines for Datalink Trajectory Negotiations

Survey of Air/Ground and Human/Automation Functional Allocation for Separation Assurance

Designing for shared cognition in air traffic management

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