Abstract

Discussions of autonomous land vehicles often invoke the example of air traffic, where the autopilot is responsible for steering except for take-off and landing. The question arises: what can we learn from air traffic? What autonomously flying aircraft and autonomously driving vehicles have in common is that the pilot or driver bears the final responsibility. But, there are a number of differences between road traffic and air traffic (besides their type of locomotion) that make transferring the systems from one to the other impractical. Document type: Part of book or chapter of book

Abstract

Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant challenges that need to be addressed in order to seamlessly introduce UAS into non segregated airspace. This chapter discusses some of the identified safety challenges in achieving this objective in the context of the current regulatory framework. It also takes a look at how one might rigorously argue the safety of UAS operations in non-segregated airspace from an Air Traffic Management (ATM) perspective. The chapter draws upon the experience of the authors’ in the UAS domain, more specifically the lessons learnt from a number of safety assessments for flying UAS as Operational or General Air Traffic (OAT or GAT) inside and outside segregated airspace. Most UAS operations are currently constrained to designated danger areas or within temporary restricted areas of airspace, commonly known as segregated airspace, or are flown under special arrangements over the sea. On some occasions, UAS operations are permitted in an extremely limited environment outside segregated airspace. To exploit fully the unique operational capabilities of current and future UAS and thus realise the potential commercial benefits of UAS, there is a desire to be able to access all classes of airspace and operate across national borders and airspace boundaries. Such operations must be acceptably safe but regulation should not become so inflexible or burdensome that the commercial benefits are lost. The viability of the commercial market for UAS especially in the civil market is heavily dependent on unfettered access to the same airspace as manned civilian operations. Whilst it is essential that UAS demonstrate an equivalent level of safety compared to manned operations the current regulatory framework has evolved around the concept of the pilot-inthe-cockpit. There is a need to develop UAS solutions that assure an equivalent level of safety for UAS operations, which in turn will require adaptation of the current regulatory framework to allow for the concept of the pilot-not-in-the-cockpit without compromising the safety of other airspace users. One of the major issues facing UAS operations is the demonstration of equivalence (in particular for See and Avoid) in the context of an evolving ATM environment. It is very important to understand that the current ATM environment is not static. Achieving equivalence with manned operations is not a fixed target as there are many significant changes proposed that aim to improve operational efficiency and performance or enhance safety. On the whole proposed changes to the ATM environment could be seen Document type: Part of book or chapter of book

Abstract

Because of the key characteristics of Unmanned Aerial Vehicles (UAVs), removal of pilot, UAVs will be highly suited for repetitive, dirty, and dangerous operations. A wide range of civil and military applications are being explored in the community (Clapper et al., 2007). As a result, UAVs are given serious considerations in worldwide, making them the next step in evolution of aviation. Whatever missions are chosen for UAVs, their number and use will significantly increase in future. Currently, UAVs do not have convenient access to civil and military operation theatres due to their inability to provide an equivalent level-of-safety comparable to see-and-avoid requirements for manned aircraft. The current procedure requires a certificate of authorization be applied for every mission. Obtaining such an authorization may take more than a month. This lengthy process is not in line with increasing number of UAVs development. Therefore, an autonomous collision sensing, detection, awareness and avoidance system will be a key enabler for the integration of unmanned with manned aircraft in a shared airspace. The main objective of the Collision Avoidance System (CAS) is to allow UAVs to operate safely within non segregated civil and military airspace on a routinely basis. For this purpose, the UAV must be able to identify and be identified by the surrounding traffic. The diversity of UAVs and their missions involve a wide-range of system operating concept. Current unmanned aircraft range in size from small hand launch vehicles to large fixed-wing UAV with a wing span similar to Boeing 737. In addition, some UAV autonomously, semiautonomous or completely guided by ground pilot. Furthermore, unmanned vehicles cruise speed, climb/dive rate, turn rate and operating altitudes are similarly varied. Therefore, many CAS methods were proposed to account for that variation and to ensure that the unmanned aircraft efficiently avoids other cooperative traffic while also avoids fixed and moving obstructions such as terrain, obstacles and no flying zones. Numerous technologies are being explored in the community addressing CAS systems. Much of the research in collision avoidance methods for UAVs had been imparted from the air traffic management, maritime and mobile ground robot research communities. However, aircraft complicates the avoidance problem by added dynamic constraints that must be fulfilled for Document type: Part of book or chapter of book

Abstract

All radars are different (even if only due to the physical impacts of their operating locations) and creating a ‘rule of thumb’ for wind farm developments near all systems would require such a level of generalisation as to make it probably worthless. Therefore, in considering the effect of wind turbines on radar, developers need to focus on individual radars in the vicinity of their planned development. It is important also that developers appreciate the nature and extent of any problem. (Novak, 2009) For example, studies into air defence radars that take no account of the associated Command and Control systems may be of very limited value. Because both civil and military aviation communities have legitimate interests that must be protected; this includes protection against the adverse effects of wind turbines. However, there is scope for flexibility throughout the process of considering wind farm applications. Document type: Part of book or chapter of book

Abstract

Eleven students enrolled in a 16-week radar simulation course were trained on current-day and NextGen tools. The order of the training was manipulated so that half of the students received current-day training first, followed by the training on NextGen tools, while the remaining students received training on the NextGen tools first, followed by current-day training. This paper reports data from the debriefing sessions following the conclusion of the course, with the intent of determining students' reaction to the training order and their comments and suggestions for future training schedules. Results indicated that future training should start with current-day procedures and delay the introduction of NextGen tools until trainees have established fundamental air traffic management skills. Document type: Part of book or chapter of book

Abstract

Abstract\r Purpose\r To examine the role of new aeronautical technologies in improving commercial aviation’s environmental performance.\r \r \r Methodology/approach\r Reviews the environmental improvements that may be conferred through the adoption of alternative aviation fuels and new airframe, engine and navigation technologies.\r \r \r Findings\r Although aeronautical technologies have evolved considerably since the earliest days of powered flight, the aviation industry is now reaching a point of diminishing returns as growing global consumer demand for air transport outstrips incremental improvements in environmental efficiency. The chapter describes some of the technological interventions that are being pursued to improve aviation’s environmental performance and discusses the extent to which these innovations will help to deliver a more sustainable aviation industry. Document type: Part of book or chapter of book

Abstract

With the increase in air transport, the transport of animals has grown, too. According to the International Association for Transport Companies, more than 500,000 animals are transported by airlines annually. Problems are caused by inadequate cages, an absence of health certificates, differences in temperature, insufficient oxygen and bad treatment. The European Convention for Protection of Animals during International Transport is divided into two parts: general rules and special rules. The latter include items such as means of transport, the same sort of animals being together and no overcrowding. National rules also exist and may include special rules for animals which are taken into the cabin. The US Federal Aviation Administration (FAA) allows each airline to decide whether or not to allow a person to travel with a pet in the passenger cabin. The rules are similar to the above European Convention of 1968. Keywords: animals; federal aviation administration (FAA); international transpor Document type: Part of book or chapter of book

Abstract

In April and May 2013, the ONERA-DLR specialized team has performed the GVT (Ground Vibration Testing) campaigns of the new composite design AIRBUS A350 XWB. The first GVT was performed on the first aircraft prototype with duration of 9 measurement days. Another GVT was performed within 2 measurement days on the third prototype with focus on the nose landing gear dynamics. The very short time devoted to those test campaigns, imposed by a strict and busy planning from AIRBUS A350 XWB FAL (Final Assembly Line), required to adapt test techniques and methods and an optimized workflow to meet the challenging test requirements. A strong synergy between AIRBUS, ONERA and DLR teams allowed performing the shortest GVT campaign on a long range aircraft never before realized. The test program involved mixing PSM (Phase Separation Methods) and PRM (Phase Resonance Methods), addressing nonlinear behaviours. Due to novel database systems, the most complete modal model database ever delivered was obtained. This paper is devoted to describe the processes followed and the methods used in this particularly hard context and how those contributed to the successful achievement of this demanding test campaign. Document type: Part of book or chapter of book

Abstract

Unmanned Airborne Systems (UAS) offer significant benefits for long duration missions. They can also be used in situations where it is inappropriate to expose aircrew to increased levels of risk. Partly in consequence, they continue to experience accident rates that are significantly higher than those for most conventional aircraft. It can also be argued that increased mishap rates are due to lower standards of design and maintenance. UAS are, therefore, largely confined to segregated areas that are well away from other airspace users. There are growing commercial and political pressures for them to be integrated into airspace that is directly under the control of air traffic management. Police agencies would like to deploy miniature UAS in populated areas, for example, to augment conventional helicopter operations. There are proposals to operate unmanned freight operations from existing airports. Longer-term proposals include the use of UAS technology to replace the co-pilot. Automated systems might intervene only if the single human pilot is incapacitated. The following pages focus on the computational issues that form one part of wider set of 'system safety' concerns that must be addressed before UAS operations can be integrated into controlled airspace. Document type: Part of book or chapter of book

Abstract

Traffic jams are a fact of life for many car drivers. Every morning millions of drivers around the world sit motionless in their vehicles for long periods of time as they try to get to work, and then repeat the experience on their journeys home in the evening. The same thing often happens when they are driving to the coast for the weekend or to the airport to go on their holidays. They blame other drivers, increasing volumes of traffic and, inevitably, roadworks. So what has any of this got to do with physics? Document type: Book