<div>With the growing demand of air traffic, it becomes more important and critical than ever to develop advanced techniques to control and monitor air traffic in terms of safety and efficiency. Especially, trajectory prediction can play a significant role on the improvement of the safety and efficiency because predicted trajectory information is used for air traffic management such as conflict detection and resolution, sequencing and scheduling. </div><div><div>In this work, we propose a new framework by integrating</div><div>the two methods, called hybrid data-driven and physics-based trajectory prediction. The proposed algorithm is applied to real air traffic surveillance data to demonstrate its performance.</div></div>

During the last decade, the number of runway incursions at airports in the United States and worldwide has increased. The Federal Aviation Administration (FAA) has developed the Runway Safety Program (RSP) to address these concerns and improve the safety of the National Airspace System (NAS). The purpose of this study was to determine whether the FAA 2009-2011 RSP has effectively reduced runway incursions at the nation's 5 busiest airports using data from 3 years before and 3 years after the RSP. A comparison group interrupted time-series design was used to determine the impact of the RSP. A public policy framework served as the theoretical foundation for this study. Data were collected from the FAA on runway incursions occurring from October 1, 2005 through September 30, 2014 and assessed for appropriate inclusion criteria. An analysis of the dataset using chi-square and Mann-Whitney U tests established that though the RSP has made progress, it has not effectively reduced runway incursions at the nation's 5 busiest airports. The RSP has decreased the number of runway incursion caused by air traffic controllers, reduced the overall severity of runway incursions, as well as positively influenced when, during the phase of flight, most runway incursions happen. An increase in pilot deviations suggests finding better ways to reduce these type of runway incursions is critical, especially with the forecasted growth in air travel. Continued deployment of runway safety technology is also important. With increased aviation safety, positive social change will occur through enhanced public safety while traveling, safer working environments at airports, as well as economic stimulus resulting from increased aviation activities benefiting individuals and developing countries throughout the world.

No description available.

No description available.

No description available.

A modeling framework to evaluate the costs and benefits of implementation of Controller Pilot Data Link Communication (CPDLC), and Air Traffic Management (ATM) decision support tools is proposed in this paper. The benefit/cost evaluation is carried out for four key alternatives namely alternative A: Do nothing scenario (only voice channel), alternative B: Voice channel supplemented with CPDLC, alternative C: Alternative B with ATM tools in a non-integrated scenario and finally alternative D: Alternative B with ATM tools in an integrated scenario. It is a bi-level model that captures the linkages between various technologies at a lower microscopic level using a daily microscopic model (DATSIM) and transfers the measures of effectives to a higher macroscopic level. DATSIM stands for Data Link and Air Traffic Technologies SIMulation and it simulates air traffic in the enroute sector and terminal airspace for a single day and captures the measures of effectiveness at a microscopic level and feeds its output to the macroscopic annual model which then runs over the entire life cycle of the system. Airspace dwell time benefit data from the microscopic model is regressed into three dimensional benefit surfaces as a function of the equipage level of aircraft and aircraft density and embedded into the macroscopic model. The main function of the annual model is to ascertain economic viability of any deployment schedule or alternative over the entire life cycle of the system. The life cycle cost model is composed of four modules namely: Operational benefits module, Safety benefit module,Technology cost module and Training cost module. Analysis using the model showed that an enroute sector gets congested at aircraft densities greater 630 per day. This is mainly because the controller workload gets saturated at that traffic volume per day. Benefits realized in alternatives B, C and D as compared to alternative A increased exponentially at traffic densities greater than 630 i.e. when controller workload for alternative A becomes saturated. / Master of Science

In the graduate qualifying work of a graduate student, the development of airports included in the holding of “Airports of the Regions” is considered. Attention is paid to terminal complexes, the development of transport accessibility, basic and additional services at airports. The prospects for the development of the holding in the new points of presence are considered. / В выпускной квалификационной работе магистранта рассматривается развитие аэропортов, входящих в холдинг «Аэропорты регионов». Уделено внимание терминальным комплексам, развитию транспортной доступности, основным и дополнительным услугам в аэропортах. Рассмотрены перспективы развития холдинга в новых точках присутствия.

This report describes how an aircraft creates and flies its User Preferred Trajectory from take-off to landing, based on the objectives and constraints the aircraft is subjected to from a technological and operational viewpoint. A basic description of commercial aircraft operation is given, with an emphasis on identifying the different stakeholders (Air Navigation Service Providers, Airline Operation Center, Pilot/Aircraft, Airport and Civil Aviation Authority). A general description of Instrument Flight Rules operations is also given, together with an explanation of the capabilities of modern flight management systems. The objectives and constraints of the trajectory building process from an aircraft and air traffic management viewpoint are described in Chapter 4. Those are instrumental in understanding how the user preferred trajectory is built. The initial and detail route planning process is then described. The initial route planning is performed long before the flight and usually by the airline operating center, while detail flight planning, including take-off, runway and departure procedure is performed later by the crew. This process is re-performed minutes before take-off, and usually iterated during the flight when the details of approach and landing are communicated to the aircraft crew. The implementation of this user preferred trajectory is explained in terms of the options that the pilots have in the aircraft avionics to perform the mission. The implementation explained in this report is based on the avionics suite of a Boeing 737NG aircraft equipped with the most advanced flight management systems. An implementation of a user preferred trajectory, where the aircraft crew is able to best fulfill their objectives is composed of an idle or near idle descent from the cruise altitude. This type of descent, called an advanced continuous descent approach has been implemented by some air navigation service providers, airlines and airports, based on advanced technology that will be further described in this paper. Those procedures are called Green Approaches. In the last part of this report, the benefits of flying Green Approach procedures are analyzed by means of aircraft simulations. The analysis describes in detail the lateral and vertical trajectories of the Green Approaches at Stockholm’s Arlanda Airport and Brisbane Airport (Australia), together with the calculated advantages in term of fuel consumption, noise and gas emissions. / QC 20101119

No description available.

No description available.