Airspace Utilization Research Articles

Methodological Procedure For Pre-Investment Wind Farm Ornithological Monitoring Based On Collision Risk Estimation

ABSTRACT Even though the proportion of wind farm victims compared to general bird species mortality is relatively low, there is necessity to limit direct and indirect losses to the bird populations caused by this kind of human activity. Estimation of threats to the birds resulting from building of wind farms is a very difficult task and it must take into account several constrains. The basic task is to build farms in localities that are the safest to birds. This can be achieved by pre-investment monitoring and direct observations at the spot and then evaluation of potential threats and risks. Field methods typical for the studies on bird populations are usually applied in such monitoring. The procedure described below includes four steps: screening (starts the process and sets preliminary constrains of the location), monitoring (standardised data are collected at the location), estimations of potential collision risk and evaluation of the location. The key parameters determining collision risk of bird species are: (1) the number of individuals utilising the monitored area in different seasons, (2) air space utilization (height and directions of flights), as well as (3) characteristics of the species behaviour. The starting data set contains: species name, number of individuals, height of flight (three layers - below, in, above the rotor), and distance from the observer. The final estimation of the collision index (the most probable number of collisions per turbine a year) is based on (1) estimation of the total number of individuals that use the defined area during a year and (2) estimation of probability that the individual will collide. In the latter (i.e. 2) the most important is that birds can actively avoid passing through the rotor swept (active avoidance rate) and that even birds, which crossed the rotor swept area not necessarily will be killed. Calculations are performed for each species separately and then are summarised to get the farm index as well as season indices. Some values of indices for raptors studied at 76 localities in Poland are given in the table. The final evaluation of the site is made as shown in a parametric analysis table, discussion of cumulative and barrier effects and the discussion of species specific risk to species of high conservation concern.

Computing Model of Airspace Utilization Rate Based on Airspace Load

A model for the computation of the airspace utilization rate is put forward to help the airspace manager assess the airspace usage effectively. Through proposing the concept of “airspace load”, the airspace resource is quantified and a new definition of the airspace utilization rate is introduced. Based on the new definition and the research about airspace capacity and air traffic flow management, a model is established by analyzing the flying process of an en-route to compute the utilization rate of the en-route. To know the computation feasibility and ability of the model, it is applied to a given en-route in the computational example, the results of which show that the model can simulate the operation process of the en-route and can reflect its usage situation.

Flight Separation Research Based on the Aircraft Wake

Improving airspace and runway utilization is the key to reducing flight delays with the rapid development of the air transport industry. Current flight separation standards generally take excessive interval margin, resulting in unnecessary waste of airspace resources and runway resources. Wake accidents still happended even with strictly wake separation standards compliance, which is mainly due to the imperfect separation standards affected by the wake complexity and modeling imperfections. Refering to Chinese and international main wake models, we propose to improve the existing wake standard, usage of modern wake separation systems and dynamic wake detection strategy with automated judgment method. Purpose is reducing flight delays and improving the utilization of the airspace and runway on the basis of keeping safety.

Model Predictive Control of Flight Arrival Interval

In order to achieve the automation of Air Traffic Control (ATC), use system to identify the controlled model of flights arrival process which has been already built, using Model Predictive Control (MPC) of the dynamic matrix contro1 (DMC) to control the ATC process. According to DMC algorithm and the features of ATC, the design parameters of this system can be determined by a lot of simulations. It proves that the system design and parameters selection make the system has the required performance and the robustness even if the parameters be changed in a wide range. The experiment on the ATC Simulation System proves that the MPC method is available, conclusion of the study provides a new idea and method for the engineering implementation of the automation of flights arrival process control and some improvement of airspace utilization.

Flexible Airspace Management Operator Roles, Task Distribution, and Coordination Mechanisms

A human-in-the-loop study was conducted to further test the potential benefits of the Flexible Airspace Management concept and to begin exploring the required coordination aspects of the concept. The air navigation service providers were able to dynamically alter sector boundaries to reduce traffic overload, thereby potentially increasing airspace utilization, increasing route efficiency, and minimizing excessive delays. Although prior studies have shown benefits of the concept, the operational procedures have yet to be sufficiently prototyped. To address this issue, the current study investigated the roles, task distribution, and coordination mechanisms involved in Flexible Airspace Management operations, specifically in regard to the Area Supervisor and the Traffic Management Coordinator positions. Results suggest that sharing the airspace management function between the Area Supervisors and Traffic Management Coordinators was appropriate and worked well when their roles were clearly defined and the Tra...

Exhaust and territorialisation at the Washington Bridge Apartments, New York City, 1963–1973

Exhaust and territorialisation at the Washington Bridge Apartments, New York City, 1963–1973

Future air traffic management: technology, operations, and human factors implications

The NASA, the FAA and Eurocontrol have initiated programs of research and development to provide flight crew, air line operators and air traffic managers with automation aids to increase capacity in enroute and terminal areas, to support the goals of safe, flexible, predictable and efficient operations, and to ensure, and to enhance the safety of operations in the response to demands for capacity enhancement. Achievement of these goals is enabled by increased precision of knowledge of aircraft and asset position in space and time, by increased density and bandwidth of transmitted information among the airspace assets and users, and by increased service and information to the flight deck, ATC and airline operations centers. These aiding technologies are intended to support exploitation of timely and dynamic information on atmospheric hazards, traffic fluctuations, and airspace utilization. These systems are intended to support the human operators who maintain the authority and responsibility for safe, efficient operations through cognitive aiding technologies, to serve as cognitive orthoses (Reason, 1988) [12].

Controller Situation Awareness in Free Flight

Free flight represents a major change in the way that aircraft are handled in the National Airspace System. It has the potential to significantly increase airspace utilization and, by doing so, improve aircraft throughput. The degree to which these objectives can be met without compromising aircraft safety will depend on appropriate changes in the air traffic control system. This study provides an objective evaluation of some of the possible effects of free flight on controllers' ability to maintain an accurate and complete picture of the traffic situation. This picture or mental representation is essential for monitoring and separation functions. The study revealed that, using current technology, some aspects of free flight might adversely influence the situation awareness and performance of controllers. The results of this study provided information for better defining how free flight should be implemented and for determining needed design and procedural modifications to support the concept.

I — R. C. Rawlings

The application of technological developments to the flight-deck for flight management, navigation and displays has been very rapid and there has been a tendency for parts of the operational system to be improved without evaluating fully their interaction on the flight deck and as between ATC and the aircraft. The Civil Avionics section of Operational Systems Division (FS2) at Bedford has been concerned with the development and investigation of techniques for the integration of this modern equipment into the operational environment of the flight deck of the future, with the overall aim of improving airspace utilization. This will have the potential for reducing delays and saving fuel.

Environmental Aspects of Airport System Planning

Failure to recognize basic environmental aspects of airport system planning has led, and will continue to lead, to a waste of already limited resources. Herein are investigated certain fundamental criteria which can be measured concretely and expressed objectively, thereby, serving society more effectively by making judgments as to the alternatives involved in this phase of community planning. The environmental aspects described are local air travel market characteristics and distribution, affect of airport accessibility on the realization of air travel potential, air space utilization and control and present and planned land use. The proper role of the professional airport planner should be that of measuring these concretely and objectively so that they may be properly weighed in considering the final solution.

Use of Air Space Over Freeway Systems

Freeway systems are utilizing more and more valuable urban land at the expense of lost tax revenue to the cities. In areas of very high land values ($50.00 per sq ft or higher) consideration may be given to secondary use of freeway rights-of-way. The air space above and below freeways is now being considered for development in many cities. Considerable effort has been made toward the study of air space utilization in Los Angeles including a comprehensive report by the Bureau of Engineering, City of Los Angeles, entitled Air Rights and Their Use in Los Angeles, completed in February, 1966. This paper describes examples of completed systems, enabling legislation (local, state and federal), leasing procedures and provisions which should be considered now for future development and control. Also, the paper describes needed local regulation and proposed air space utilization under consideration in Los Angeles.

SST Navigation

Numerous studies have been conducted by industry, military agencies, airlines, and the Federal Aviation Agency to develop the navigation requirements for the commerical supersonic transport (SST). These studies have resulted in various navigation system recommendations; however, there is now universal agreement that the heart of the system will contain two or more inertial navigators. Possibly one of the primary reasons for looking toward inertial navigation is the increased emphasis being placed upon self-contained precision navigation. Self-contained systems enable the SST to operate over any route in the world independent of time and weather. Precision navigation is required for economy and safety and to ensure efficient airspace utilization in the rapidly expanding commercial air traffic. Also, the high-speed, dynamic performance of the SST imposes severe stabilization requirements on conventional attitude and magnetic sensors, adding to the attractiveness of inertial navigators with their inherent stability even under dynamic conditions. Boeing selected triple inertial navigators to satisfy SST long-range navigation requirements imposed by the operational environment and punctual worldwide operations subject to rigid dispatch and operational reliability.

‘The Effective Use of Airspace’

It is almost two years since Wing Commander Dickie's survey (11, 259) emphasized the importance of improving methods of control so as to allow more movements in a given volume of airspace. Since then, much effort in many countries has been devoted to the problem. The magnitude of these difficulties is not surprising when it is recalled that, in addition to the professional difficulties of flying, navigation and control, various sections of industry are involved, and international agreement must be obtained. At every turn there are political and commercial problems which cannot be ignored by those responsible for initiating action to solve a very difficult practical problem. This note is written in an attempt to examine once again the various possibilities for improving airspace utilization, with the object of discovering some pattern which will lead to progress.It has been stated that at all times both the controller and the pilot must know the absolute ground position of the aircraft, but it is by no means clear that this really is a requirement. It could well be sufficient to maintain the position of the aircraft relative to the traffic pattern, for this would satisfy the pilot's aim which is to travel in accordance with his flight plan, and also the controller's aim which is to ensure safety while making best use of the available airspace.