Objective
The SAMS project aims at the development and evaluation of a A-SMGCS (Advanced Surface Movement Guidance and Control System) real-time, men in the loop simulation platform. The demonstration of this platform involved professional pilots and controllers using scenary databases of Heathrow and Schiphol Airports.
Within this context, the goal of the SAMS project was to design and develop a real-time, man-in-the-loop platform capable of testing and demonstrating new support tools and new A-SMGCS procedures in all weather conditions. This platform offers a highly realistic substitution of the outside views and of the working environment. Among other things, a pilot working environment (LATCH, B747 cockpit), a controller working environment and an outside view projection system of a Control Tower (ATS) are integrated and connected to the core A-SMGCS simulator.
The three simulators were located at three geographically distributed sites. LATCH was located at DERA in Bedford (UK), ATS at DLR in Braunschweig (D), and the A-SMGCS simulator was based at NLR in Amsterdam (NL). While LATCH and ATS are existing simulators, construction of the A-SMGCS simulator was one activity in the project. Gaining experiences with multi-site simulations through connecting different simulators was part of the objectives of the project.
RESULTS AND CONLUSIONS:
Conclusions of the SAMS project are
* The SAMS project provided an A-SMGCS simulation platform, capable of testing and validating new A-SGMCS functions and concepts.
* The SAMS platform was capable of demonstrating functions for labelled surveillance, electronic flight strips, runway incursion alert, taxiway routing, datalink, and a dedicated A-SMGCS Human Machine Interface (HMI).
* Not all A-SMGCS function could be completely integrated in time for validation in the SAMS platform. The functions for departure sequencing and guidance have not been evaluated. The functions for taxiway routing and datalink could only be validated to a limited extend.
* One of the biggest challenges in running the simulations on the SAMS platform was the real-time co-ordination of the various sites involved in the simulations. Experience was gained with a so-called chat-box via the internet. The simulator operators were in direct contact with each other via an internet connection and were so able to exchange scenario information, status information, and to synchronise the start and end of the simulations.
* The baseline validations succeeded in providing a controller workload that is comparable to present day operations. The major factor that restricted a heavy workload for the controller was not technical, but the workload of the pseudo pilots. This could easily by extended with more pseudo pilots during the simulations. The ATS facility provides for the possibility of six pseudo pilots.
* Controllers readily accepted the labelled surveillance function. One of the reactions from controllers was: "We should have had this for years". It was observed that no degradation in safety, capacity, or workload resulted due to the introduction of labelling.
* The runway incursion function was gradually improved during the simulation period. The dependency with other parts of the simulator made it difficult to validate the function in the limited time available. Controllers suggested removing the pop-up window from the HMI so as to prevent clutter. An audio alert was preferred.
* In general, the simulations have proved the technical feasibility of an A-SMGCS multi-site real-time man-in-the-loop platform. This was the first-ever attempt to a full A-SGMCS simulator.
* The SAMS documentation gives a good design of an A-SMGCS architecture and defines in details the interfaces between the components of A-SMGCS. A first step in the standardisation of software interfaces and has been provided. With the definition of the functions, a standard for a software architecture emerges, where each of the functions that were described in chapter 4 consist of a partial implementation of an A-SMGCS component. With this architecture, all aspects of A-SMGCS are covered.
* The interfaces between the different A-SMGCS components have been described in detail in the SAMS project. A functional description of the interfaces is contained in the SAMS architecture. They have been elaborated in the Interface Control Document (Ref. 4), which can serve as a basis for further standardisation efforts in A-SMGCS.
COLLABORATION SOUGHT
Results of the SAMS project will be exploited further in the 5th Framework programme, e.g. in the BETA project in which some of the project partners participate.
No common consortium-wide further exploitation has been initiated.
Thomson/Detexis, ISR, and Aerospatiale have, because of internal reorganisation and refocus of their business objectives no more interest in participation in airport and A-SMGCS projects.
All other partners may be contacted for collaboration on either of the above-mentioned subjects and A-SMGCS projects in general.
EXPLOITATION AND DISSEMINATION PLANS
This chapter describes the plans of the SAMS partners for related work. The future plans for related work cover four areas:
* Use of the SAMS facilities for procedural research.
* Improvement of the facility.
* Improvement of the A-SMGCS functions.
* Improvement of the test en evaluation methods.
Procedural research
Having the infrastructure of a tower and a cockpit simulator in place and connected to an A-SMGCS platform, the door is open to commence research on the operational use of the A-SMGCS. Many aspects can be investigated with respect to the operational procedures of using A-SMGCS added as increment to existing procedures.
Meanwhile, the European Commission DG-TREN was convinced about the use of the SAMS facilities for further operational research. A contract was signed, called ATOPS (A-SMGS Testing of Operational Procedures by Simulation), allowing operational testing of labelling and runway incursion, immediately after the SAMS contract period. The ATOPS project will report within a few months on the first results. High priority should be given to solve the interface and performance problems with the SAMS facilities and to use the equipment for testing new A-SMGCS procedures, this in support of the European and ICAO initiatives.
Another project, BETA (operational Benefit Evaluation by Testing A-SMGCS), brings the results of earlier simulation projects to real airport operation. The aim of this project is to perform operational trials at three different (small to medium size) airports. Most SAMS partners are open for discussions on future use of interconnected simulators for A-SMGCS research and development.
Improvement of the facility
As concluded elsewhere, the SAMS facilities can be improved on many aspects. The interfacing between the A-SMGCS core functions can be improved allowing better inter-co-operations of Surveillance, Monitoring, Guidance, Control, Routing and Planning. Also the inter-site communications can be improved, especially on the use of DIS, CORBA and voice communication.
Improvement of the A-SMGCS functions
As a result of the SAMS demonstrations on labelling and runway incursion, knowledge is gained in which areas the A-SMGCS functions can be improved. Suggestions for improvement mainly come from the controller's comments ranking from improved Human Machine Interface (HMI) to detailed functioning of A-SMGCS components. In addition, detailed technical evaluations are needed to improve tuning and performance of the A-SMGCS functions. If Planning, Datalink, and Guidance functions would work as originally intended for SAMS, this would open similar research areas.
The results of the SAMS project can serve as a basis for standardisation efforts in A-SMGCS functional descriptions and interface design.
Improvement of the test en evaluation methods:
Although not intended SAMS taught us much about the test and evaluation methods. The hypothesis and basic reference methods turned out to be the right way to research distinct parts of the A-SMGCS and its operational use. In this area improved methods should be found to measure more and statistically relevant data in less simulation time.
Air traffic control has grown continuously by 4 to 6% per year over the last 15 years. One of the significant consequences of this rapid air traffic expansion is the attention that is drawn on airports' limited capacity. In Europe, there are presently 50 main airports and 2000 medium or small size airports (as far as traffic is concerned) for which it will be increasingly difficult to cope with additional traffic flows. Indeed, due to environmental policy and economic constraints, it is well understood that although movements are expected to rise significantly, enlarging existing airports or developing new ones will not increase gate-to-gate capacity.
Therefore, in order to cope with such a growth and in order to avoid that airports turn into the bottleneck of the air traffic management, it is essential to improve the existing ATC (Air Traffic Control) system by introducing new technologies and new management procedures. A-SMGCS (Advanced Surface Movement Guidance and Control System) is part of this improvement: it deals with the ground segments part and provides means whereby the existing runway, taxiway, and apron infrastructures are used more efficiently.
Within this context, the goal of the SAMS project was to design and develop a real-time, man-in-the-loop simulation platform capable of testing and demonstrating new support tools and new A-SMGCS procedures in all weather conditions. This platform offers a highly realistic substitution of the outside views and of the working environment. Among other things, a pilot working environment (LATCH, B747 cockpit), a controller working environment and an outside view projection system of a control tower (ATS = Apron and Tower Simulator) are integrated and connected to the core A-SMGCS simulator.
The three simulators were located at three geographically distributed sites. LATCH was located at DERA in Bedford (UK), ATS at DLR in Braunschweig (D), and the A-SMGCS simulator was based at NLR in Amsterdam (NL). While LATCH and ATS are existing simulators, construction of the A-SMGCS simulator was one activity in the project. Gaining experiences with multi-site simulations through connecting different simulators was part of the objectives of the project.
SHORT TECHNICAL DESCRIPTION:
In the real world pilots and controllers obtain their information for a very large part from visual observation (including visual aids for pilots) and from voice communication between pilot and controller. A new situation will exist when new A-SMGCS tools will be used. In SAMS, connected to the tower-equipment, an A-SMGCS simulator has been introduced that provides, to both controllers (via direct link) and pilots (via a data uplink facility), the extra information required. Pilots and controllers will both be informed by means of an HMI (Human Machine Interface), in most cases consisting of a monitor and an input device, and through voice communication.
In SAMS each real-world facility has been substituted with a simulator. SAMS consists of the following major components:
* The LATCH cockpit simulator, located in Bedford (UK).
* The ATS tower simulator, located in Braunschweig (D).
* An A-SMGCS simulator, located in Amsterdam (NL).
* A datalink facility, between the A-SMGCS simulator and LATCH.
* A voice channel, between LATCH and ATS.
The SAMS project made use of the DERA B747 'LATCH' flight simulator to include pilots in the loop. The flight simulator features a realistic view of the world outside of the cockpit as well as all the instrument panels found in an actual B747. Furthermore, it was equipped with a SAMS pilot HMI, which relays A-SMGCS messages (e.g. taxiing instructions) from the SAMS platform to the pilots and vice versa.
The SAMS platform used the DLR Tower Simulator, ATS, to include air traffic controllers in the simulations. The Tower Simulator features a simulated outside view and realistic controller working positions. The SAMS controller HMI, to allow the controllers to interact with the A-SMGCS features of the SAMS platform, enhances the working positions.
Furthermore, an A-SMGCS simulator was constructed mainly from existing components. Since this has been a development activity in the project, the components of the A-SMGCS simulator are described below.
Sensor simulator.
The objective of the Sensor Simulator is to generate a realistic ground situation with regards to the simulated data provided by the traffic generator. This ground situation will be established by three simulated sensors (an ASDE sensor, a Mode-S multi-lateration system and a D-GPS system) and transmitted as tracks to the surveillance subsystem.
surveillance:
The surveillance subsystem of the SAMS platform is composed of a data fusion and labelling system responsible for the elaboration of the ground situation in terms of kinematic information (position, velocity, heading) and mobile (aircraft or vehicle) identification. The output data (enhanced airport ground situation) of the surveillance subsystem will be forwarded to the routing subsystem, the guidance subsystem, the control subsystem and the controller HMI. A reduced traffic situation describing the traffic in the vicinity of the DERA aircraft will be sent to the data-link and from thereon to the pilot HMI.
control:
The goal of the control subsystem is to detect possible conflicts on the airport surface with regard to the enhanced airport ground situation, to detect route deviations of aircraft with regards to their assigned routes, and to generate associated warning messages (alerts) to the concerned subsystems. The input data of the control subsystem is composed of the enhanced airport ground situation delivered by the surveillance subsystem and the aircraft assigned routes delivered by the routing subsystem. The warning messages (alerts) are delivered to the routing subsystem, the guidance subsystem and the controller HMI whenever a conflict has been detected.
guidance:
The Guidance Processor is responsible for the facilities, information, and advice necessary to provide continuous, unambiguous and reliable information to pilots and vehicle drivers to keep aircraft and vehicles on their assigned surface routes. This includes the automated control of the ground guidance aids and the transmission of guidance messages to suitable on board pilot/driver assistant systems.
Ground guidance aids are taxiway centreline lights and stop bars. Both of these can be switched on and off in front of the aircraft or vehicle. The guidance processor also generates onboard messages (displayed in the aircraft cockpit). These messages are generated in accordance to the routes assigned for each mobile by the Planning function or the Controller, taking the enhanced ground situation into account.
Runway planning:
The goal of the runway planning is to maximise the number of departing a/c per hour giving priority to slotted flights and complying with separation criteria as well as runway operating rules. The runway departure planning is implemented only for Heathrow Airport. The departure sequence may include multiple line-up departures. The planning horizon will be 20 minutes.
The departure sequence is sent to the Controller HMI. The controller can change the order of or give priorities to flights through the Controller HMI. Such a request can be sent by the controller along with call signs of concerned aircraft and their new position in the sequence.
Taxiway planning
The main objectives of the taxiway planning subsystem are:
* To define a route for each aircraft in order to reach its destination on the airport with respect to its flight plan constraints, taking into account other airport traffic.
* To allow for re-planning, minimising the impact on the rest of the traffic in case of non-respect of the first established plan or in case of conflict.
In order to provide the controller with a quite realistic plan and to avoid disturbing him with useless validation actions, the taxiway planning subsystem will provide the plan during push back time for outbound aircraft and during landing time for inbound aircraft.
The controller can make changes to the taxiway routes through the Controller HMI. A notification is sent to the Controller HMI to inform the controller when the Taxiway Planning does not find a feasible routing for the aircraft.
Data link
The data link simulator module provides the communication of advisory and ground situation information from the A-SMGCS guidance module to the aircraft (LATCH cockpit). The transfer of these messages by data link will allow remote guidance to be carried out, even in low visibility conditions, whilst contributing to a reduction in controller and pilot workload. The module provides consistent system behaviour as if data link equipment and infrastructure were actually in place.
Common information servers:
Common information is information that is used by most of the subsystems. This information is provided by the "Common Information Servers". The "Common Information Server" is not one physical database or server. It consists of several data providing and processing systems:
* Airport topology server (contains an internal representation of the airport's taxiways and runways).
* Traffic procedures server (describes taxi routes, departure, arrival and pushback procedures.
* Aircraft model server (describes the livery, aircraft type and aircraft performance data).
* Meteorological server (supplies information about weather conditions).
* Flight plan server (provides access to information with respect to flight plans).
* System error server (provides data to configure the behaviour of some functions e.g. surveillance errors).
* Timeserver (supplies the reference-time for all SAMS systems).
Controller HMI:
The controller HMI supplies the controller with information regarding the planning of traffic at the airport (e.g. arrivals and departures lists), airport status, current traffic situation, conflict situations, assigned routes etc. The HMI also allows the controller to interact with the A-SMGCS platform and access the advanced features.
Pilot HMI:
The Pilot HMI enables the pilot to receive messages from the controller and the A-SMGCS platform. It will show a map of the airport in the direct vicinity of the aircraft itself, enhanced with the positions of other aircraft, routing information, and the status of airfield lighting and stop bars.
Fields of science (EuroSciVoc)
CORDIS classifies projects with EuroSciVoc, a multilingual taxonomy of fields of science, through a semi-automatic process based on NLP techniques. See: The European Science Vocabulary.
CORDIS classifies projects with EuroSciVoc, a multilingual taxonomy of fields of science, through a semi-automatic process based on NLP techniques. See: The European Science Vocabulary.
- engineering and technology electrical engineering, electronic engineering, information engineering electronic engineering control systems
- engineering and technology mechanical engineering vehicle engineering aerospace engineering aircraft
- medical and health sciences health sciences infectious diseases RNA viruses HIV
- engineering and technology electrical engineering, electronic engineering, information engineering electronic engineering sensors
- engineering and technology civil engineering transportation engineering airport engineering
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