Air Traffic Management - Science topic

Hi,

You can study the project SES with different perspectives.

First one is the carbon reduction schema. You have to prove SES provide shorter enroute time and give developments/alternatives to the current SID/STAR/ENR procedures.

Also you can search how flight altitude will effect with SES. If stabilized altitude will remain during a flight (this means less climb and less down on height), you can connect this with enviromental concerns and new carbon reduction schemas of ICAO.

first of all, the factor of saftey is very important, if a car stops on the road it just sits there while if it flies it would just fall on people or houses, there is two technological “limitations“ that needs to be considered, one of them being what will you use to power the car ? if it was gasoline then you are talking about a considerably large jet engine, if it was electric then you would have two problems first being that the propellers would be large in size and would not generate much thrust, the second which is a technological limitation of storing electric power most commonly used method is li-po and li-ion batteries which is not verry efficient and have safty issues of self igniting if subjected to shock, overcharging, and short circuiting.

Dear Charles,

Thank you very much for your message and for the valuable documents. I am also very actively involved in this line of research. A recent paper on GNSS performance threats and augmentation strategies in aviation was recently published in JPAS (for convenience, the link is provided below):

In addition to addressing GNSS issues, it would be nice working together and investigating the feasibility of specific safety features that could be included in the ADS-B data-link as well.

Typically the fuselage is centred around the Centre of gravity of the aircraft. Baggage can be underneath the floor, or in others (smaller) at the tail- or in the case of ATRs at the front. Airlines do check size and weigh of carry ons. and its obvious when bags are being lifted into the OH bins if they are heavy.. And the flight attendants do intervene. Once upon a time, we were testing a smallish airliner and two of us ran with a loaded in flight catering cart up and down the aisle to see how we could disturb the AC... This was say 500 pounds moving from one extreme to the other.. and the AC just sat there.. If every carry on bag was from a coin collector and they all sat at the front, (or rear) then there might be a Centre of gravity problem, but generally the distribution is symmetrical around CG and most airliners have a pretty wide CG range anyway- say 5% to 35% of MAC. The limits being stability at aft CG,, and ability to rotate at fwd CG... Could go on for hours on this if you wish

Dear Mojtaba,

Please check the following.

Regards

Hi Karthik, the website attached has a detailed guide on the process of decoding ADS-B packets. To generate your own packets it is simply the same process in reverse. I hope this is helpful.

@Robert_Hutton - I am quite familiar with Klein's work on expert behavior.  The problem that we are dealing with is that our controllers are experts at what they are doing.    Controllers recognize the solution, but to be able to do so, they need to be able to perceive the situation.  At the moment we are tinkering with the basic building blocks that controllers use to build their model of that situation.  I fully agree with you that controllers are not thinking in chunks of characters, or even chunks of aircraft, but not knowing what the impact of changing the basic building blocks puts them at risk to no longer being able to use their expertise.  Compare it to changing the layout of a chessboard for chess masters or changing the content of the fields in a data block with Chinese characters.

What do we really know about experts that have looked at the display format for several decades?  How many aircraft can they track?  How much can they see in the periphery? I have worked with controllers for 20 years and I still don't have the answers, but I am trying to find if others have looked at similar issues before.

Hello Gerard,

 In your extensive analysis you did not include the fact that the Greek population is well educated and aware of the natural dangers that hit all too common for millennia. Although the country is short of money, many research projects are funded from EE and elsewhere, so there is not a big increase of risks since 2008.  You see some of the projects mentioned above.

For example, the Greek people were well aware of tsunamis before Dec. 2004, unlike most of the rest of the world. I think Greek people are better prepared than those in Canada by comparison. In the last 10 years or so the federal funding for anything to do with the environment including research at universities in Canada has been severely CUT to avoid people get the facts on weather, natural disasters, etc. The reason is the government has been extremely pro-fossil fuel with a “forget the environment” attitude (also was the only country to officially return its signature from the Kyoto Protocol).  The result is a big problem for preparedness in a developed country and a worry for those trying to educate the public/schools, etc

Something else to consider is that, if you're using precip mode as a proxy for precipitation being present in the radar scan, this isn't always perfect. Precipitation (often isolated) may still be present in clear air mode, which can affect any calculations of bird density. Likewise, radars can be in precip mode but with no precipitation around. 

The main problem is that English is a very rich language with many words with the same meaning. Also the language can be very subtle. Many documents written in English tend to be very complicated in structure which make them difficult to read by people where English is not their first language.

My last 8 years of working life were spent as a university lecturer. I developed a course in technical authorship. In it I introduced students to "Plain English" and "Simplified English". The latter was developed in The Netherlands specifically for the aeronautical industry and aimed at maintenance documentation.

I have over 45 years experience of aeronautical engineering, both flying and engineering, and fully appreciate the importance of clearly written procedures. On a visit to Crossair in Switzerland some years ago one of the managers (with English as his third language) I dealt with asked if our technical authors took delight in using different words with the same meaning. e.g. repair, mend, fix. Simplified English should have been used as it demand consistency in the meaning of words.

I took the message back to the company that I worked for. Our technical authors had not been trained to develop documents in Simplified English. That deficiency was corrected.

I agree with the previous answer, the aviation world needs a specialist sub set of the English language. In the days of wireless operators using Morse code the "Q" codes offered a specialist subset. of course some of those codes are still used verbally e.g. QNH.

As an Air Traffic Controller, I like my instructions to be understood by the pilots. If both of us are going to follow different languages as a medium of radio telephony, then imagine the confusion! Already we are facing the problem of phonetics and different pronunciation among all the stake holders in aviation like pilots,ATCOs and ground crew.The use of non-standard procedures and phraseology can cause

misunderstanding. Incidents and accidents have occurred in which a contributing

factor has been the misunderstanding caused by the use of non-standard

phraseology.

The worst accident in aviation history i.e.,Tenerife collision between two B747s on 27/03/1977 was due to non standard R/T only. So standard and uniform R/T is a must for safe operations. Language was a part of important factor in many accidents like Milan Linate airport MD10 and a Cessna. etc

Follow the link to know about the english tests satisfying the ICAO SARPs for Language proficiency requirements.

Regarding the air traffic through out the world check ACI (www.aci.aero) or IATA (www.iata.org). They are publishing the air statistics regularly in their sites.

If you feel I may be of further helps,please inform me.

Regards and best wishes.

Find attached some articles I saw on the internet.

At design stages, ARP4754a and ARP4761 are referred, but purely an industry practice. The tools used are FTA or Markov Chains to derive specified hazard probability.