Tag: air traffic control

What happened to GPS in Denver?
Photo: YayaErnst/iStock/Getty Images Plus/Getty Images

Something big happened to GPS service in the Denver area on Jan. 21.

On that day, Air Traffic Control issued a notice advising pilots of problems with GPS reception spanning about 8,000 square miles in the Denver area.

The advisory, posted at 10:33 p.m. Denver time, said GPS was unreliable within a 50-nautical-mile radius of the Denver International Airport. Interference was likely to be experienced by aircraft on the ground and as high as 40,000 feet above sea level.

The advisory also said the Wide Area Augmentation System (WAAS) and Ground-Based Augmentation System (GBAS), both designed to make navigation with GPS more precise, as well as the ADS-B collision avoidance and traffic management system, would be unreliable.

Pilots reported other systems affected such as transponders that help radar controllers keep track of aircraft, traffic alert and collision avoidance (TCAS) equipment, autopilots, electronic flight bags and terrain warning systems.

Pilots trying to land at Denver International and the much small Centennial Airport 20 miles to the south reported a variety of problems.

From the social media platform Reddit:

I flew in there (Centennial Airport) last night and I’m about to fly out. One second everything was fine, and then next second we completely lost GPS for the rest of the flight, probably coming through ~14,000 [feet] on the arrival from the northwest.

In addition to verbal reports to air traffic controllers, formal reports were filed with NASA’s Aviation Safety Reporting System (ASRS) by pilots flying into Denver International. (Note that ASRS only lists the month reports were submitted, not the day, to preserve anonymity.) Nineteen ASRS reports about GPS in Denver during January match well with comments on Reddit and an Airliners.net forum for the 21st and 22nd of the month.

The ASRS reports tended to focus on problems during approaches to the airport and landings. The most minor included distracting cockpit alerts and warnings.

Cleared ECAM (Electronic Centralized Aircraft Monitor) and emergency cancelled the repetitive nuisance messages. Additionally, received a GPS Lost message on FMC [Flight Management Computer].

More concerning were incidents that could more directly impact safety of flight.

One aircraft’s collision avoidance system, which normally reports issues as they develop, abruptly directed action to avoid another aircraft.

…we received a “LEVEL OFF” TCAS RA with no prior notification. The offending target was to our 2-3 o’clock and climbing…

Two aircraft reported confusing navigation displays on final approach to the airport. One pilot flying in limited visibility (instrument conditions) was sufficiently concerned that they aborted a landing attempt at the last minute.

We were about 1000 AGL [1,000 ft above ground level] – not sure about the exact altitude – and our RA [anti-collision warning] turned into an amber color… We were about 300 – 200 AGL and our autopilot failed… It was very unexpected… I called the go-around.

So, what happened to GPS?

At first, Air Traffic Control told pilots 5G telecommunications systems were causing the interference. That stopped at some point, though, according to an online comment:

As a [air traffic] controller… they haven’t told us anything. I was at work when it all started yesterday and they told us to make broadcasts about 5G interference. Today, they said it wasn’t 5G and not to make those broadcasts, but they still haven’t said what the issue is. There’s obviously rumors and speculation, but at this point, nothing concrete.

The first mention of the incident in traditional media seems to have been in an August 2022 journal article by a group of researchers at Stanford University. It focused on using the aviation ADS-B system to geo-locate GPS interference. The U.S. Department of Transportation provided the exact location and signal strength of Denver’s interfering transmitter to assist the Stanford study.

Requests in August and early September to the departments of Transportation, Homeland Security and Defense for more information on the incident went unanswered.

The picture became a bit clearer, though, on the second day of the Civil GPS Service Interface Committee (CGSIC) held (coincidentally) in Denver.

Mike Roskind from the Department of Homeland Security (DHS) provided some information and promised a formal report would be forthcoming. He said:
- the incident lasted for 33.5 hours
- impacts varied across infrastructures and applications; some users who were physically shielded from the interference source were able to maintain service
- wireline and cellular providers had timing backup systems and were unaffected
- a radio system with no backups suffered, as did a simulcast radio system that used rubidium backup clocks; the clocks drifted away from each other over the course of the outage and caused towers to isolate.
Responding to a question about the source of the interference, Roskind confirmed that 5G telecommunication was not the cause, but refused to say more.

He also declined to identify other systems, applications and infrastructure impacted by the disruption. He said that the department is very concerned about protecting the identity of affected users cooperating with the government analysis.

More information will be provided in a DHS report on the incident titled “GPS Interference Happens.” The report is in final review now, according to Roskind, and is expected to be released in October.
September 21, 2022
The rise of UAVs in agriculture, airports, more

UAVs are finding places in the lives of more people than ever — farmers employing crop-spraying drones to counter a locust infestation in Pakistan, finding the way towards useful inspection tasks at an operating airport in the U.K., large airborne vehicles providing joy-rides around the U.S., and unfortunately showing up where they are not wanted so security staff have to use protection systems to deal with them.

Crop Spraying

New unmanned air vehicle (UAV) applications keep appearing. Once they do, they start to spread locally and even around the world. Crop management using UAVs has significantly progressed.

The U.S. has used crop spraying to improve crop yield for many years, defending against insect infestation and plant diseases. GNSS guidance systems for crop-spraying aircraft was an early satnav equipment application that eventually became a standard for any fliers contacted by farmers to apply pesticides to protect their crops. Then companies began offering turn-key spraying, which was highly efficient and effective.

UAVs are now entering this segment — they are capable of carrying higher capacity tanks, and autonomous/semi-autonomous navigation enables spraying with minimum supervision. This option is becoming more readily available to the farmer and costs less than using manned aircraft.

Both Japan and China have used UAVs extensively for crop spraying; other countries turning to the solution are Africa, the U.S. and India. In China, more than a hundred different types of UAV are in use in agricultural applications.

Farms around the mega-city of Karachi, Pakistan, have been infested by locusts, but the local government is short of the helicopters and ground applicators normally used for spraying pesticides. A recent graduate returning from his doctoral course in China brought with him knowledge of unmanned vehicle use in agriculture, and is urging rapid local adoption of UAV technologies to combat the locust infestation.

Pakistani agriculture expert Shahzad Nahiyoon claims that UAVs are better suited to crop protection for small farms within difficult contours of the surrounding region. They are less expensive to operate than manned fixed-wing and rotary aircraft, may be operated locally from outside spray contamination zones, and can spray in confined areas. Equipped with a 20-liter tank, spraying one or two 20-meter-wide swaths, 6 to 10 hectares per hour can be treated.

Drones at the airport

Growing a little weary of drone incidents around airports, I was pleased to see a report I had overlooked from a year ago which indicated that trials at Manchester airport in UK had demonstrated airport and drone compatibility. This basically happened because an Air Traffic Control (ATC) system for unmanned aircraft or Unmanned Traffic Management (UTM) was shown to keep drones flying around the airport under full control while integrated with regular airport and drone operations.

The trial — referred to as Operation Zenith — sponsored by the National Air Traffic Systems (NATS), made us of the GuardianUTM airspace management system, supplied by Altitude Angel, as the control system for eight trial drone missions at the airport. The drone UTM system was connected to the real-time Air Traffic Management (ATM) system which manages ground and air traffic at the airport, to ensure the control and safe separation of drones and aircraft. The UTM system also provided controllers with a real-time view of all operating drones.

The trial demonstrated the efficient regulation of drone traffic within and around the extremely sensitive airport region. Everyone engaged in the trial made use of real-time electronic map displays driven by the UTM system, showing everything flying in and around the airport; aircraft and drones. Drone pilots used this information to ensure their operations remained safe while operating so close to commercial aircraft in the air and on the ground.

NATS has now formed a strategic partnership with Altitude Angel to deliver this integrated UTM system at airports in the United Kingdom. The UTM system has successfully completed initial pilot trial and evaluation and now NATS intends to further demonstrate UAV management control at six U.K. airports later this year.

Thousands sign for ride with Lift Aircraft

Hexa in flight (Photo: Lift)

Lift Aircraft unveiled its 18-rotor Hexa unmanned/manned aircraft more than a year ago — what’s new now is that 13,000 people have signed up to take one for a ride.

The large drone weighs in at 432 pounds and can fly for 10-15 minutes with a single passenger.

The Hexa is controlled by a single joystick, and an onboard iPad provides route guidance and manages take-off and landing. Classed as a powered ultralight air vehicle, it can be flown without a pilot’s license, so Lift announced that it will offer Hexa flights to anyone wanting to fly (in 25 selected U.S. cities) provided they physically fit into it and weigh less than 250 pounds.

Lift intends to map each recreational flight area in 3D, and plug this map into the vehicle control system. The 13,000 people who signed up can expect to pay $125-250 for each joy ride. Lift has yet to announce the first location where the fun rides will take place.

Counter-UAS system downs drones in Philippines

The Southeast Asian Games were recently held in the Philippines with thousands of participants from eleven countries of Southeast Asia — the event was spread across 23 cities around the country. However, a number of uninvited drones showed up during the opening ceremonies on November 30th to take a look, but fortunately all were quickly dispatched.

The DroneShield counter-UAS system had been deployed in advance for protection of the event, and the local security forces used the system to detect and disable the invaders. According to the company, security personnel found the drones using body worn RF detection devices, and the Dronegun was then used to disable them.

Jamming the control link and GNSS L1 and L2 frequencies, UAVs are generally stopped in mid-flight when illuminated by the rifle-like device. DroneNode jammer in a suitcase was also used to provide blanket protection over a 1km circular area when the alarm was raised.

In all, seven unauthorized drones were disabled, some of which were apparently flying near the intended flight path of the helicopter bringing President Rodrigo Duterte to the opening ceremony.

Summary

It might seem a little ridiculous that we’ve had to come up with systems to counter uninvited or malicious drones (C-UAS). Making provisions for protection is probably something most sensitive facilities will have to do. Its possible that governments may already be investing in such technology to protect many facilities. More drones available for useful, productive and even recreational applications means some can end up in the wrong hands.

Nevertheless, good stuff comes out of drone applications, and the benefits seem to by far outweigh the need to protect ourselves against bad actors.

December 18, 2019
Raytheon upgrades WAAS with GEO 6 payload

Photo: Nieuwland Photography/Shutterstock

Raytheon has delivered the Wide Area Augmentation System Geosynchronous Earth Orbiting 6 satellite navigation payload to the U.S. Federal Aviation Administration (FAA) to broadcast the WAAS message, which corrects errors in GPS satellite signals, provides expanded coverage, improves accuracy and increases reliability.

The WAAS GEO 6 payload is now operational and fully integrated into the WAAS network, working with two other WAAS satellite payloads already in orbit.

The SES-15 satellite hosting Raytheon’s WAAS GEO 6 payload was launched in 2017 and completed extensive system integration in July 2019.

GEO 6 replaces an older WAAS geostationary satellite that had reached its end-of-service life.

About WAAS. Developed and installed by Raytheon for the FAA, WAAS is a North American satellite-based augmentation system that increases GPS satellite signal accuracy for precision approach at 200 feet altitude to meet strict air navigation performance and safety requirements for all classes of aircraft in all phases of flight.

WAAS contains space and ground equipment that works together to identify GPS satellite corrections.

Operational since 2003, the WAAS network consists of three geostationary satellites and 49 terrestrial-based stations dispersed across the continental U.S., as well as Alaska, Canada, Hawaii, Puerto Rico and Mexico.

“Never has a consistent and precise GPS signal been more critical to ensuring safety of flight,” said Matt Gilligan, vice president of Raytheon’s Intelligence, Information and Services business. “As the airspace increases in complexity, there is absolutely no room for error.”

To learn more about Raytheon’s portfolio of air traffic management solutions, visit here.

November 5, 2019
Orolia SecureSync to synchronize FAA’s enroute radar systems

Orolia, a provider of resilient positioning, navigation and timing (PNT) solutions, announced that its SecureSync time and synchronization servers have been selected to support enroute radar systems across the U.S.

The selection comes as part of the Federal Aviation Administration’s (FAA) move towards a Next Generation Air Transportation System (NextGen). NextGen is about halfway through a multi-year investment and implementation plan.

The FAA plans to keep rolling out NextGen technologies, procedures and policies through 2025/2030 and beyond.

While NextGen will rely heavily upon GNSS to increase capacity, efficiency, and safety in the National Air Space (NAS), many technologies including legacies such as radar will be integrated into the system for maximum robustness to error and disruption.

The FAA employs a variety of radar types for short-, medium- and long-range air traffic control requirements. These diverse radars require different types of timing signals and outputs to suit their operations.

SecureSync. Orolia’s SecureSync provides the necessary timing outputs and signals to meet these requirements. The time server’s ability to provide resilient, accurate and reliable timestamps for the data that it receives from radars is used to quickly organize the data for the aircraft control user interface.

The only time and synchronization device approved by the Defense Information Systems Agency (DISA) for use in U.S. Government networks, Orolia’s SecureSync provides reliability, security and flexibility to synchronize critical aviation operations. SecureSync combines multi-GPS/GNSS signal synchronization, options for alternative signals and BroadShield GPS anti-jamming/spoofing protection for transportation systems. SecureSync combines Orolia’s precision master clock technology and secure network-centric approach with a compact modular hardware design.

The FAA selected Orolia for the competitive program based on its proven timing and synchronization technology and its ability to offer multiple output options as commercial off-the-shelf (COTS) products that do not require additional research and development time or investment.

“Consistently accurate timestamps and the synchronization of thousands of real-time flight data points are essential for safe and efficient enroute air traffic operations,” said Jean-Yves Courtois, CEO of Orolia. “Orolia is proud to support the FAA’s radar data and aircraft control user interface requirements to improve air travel services nationwide.”

More About the SecureSync COTS Product. Built-in time and frequency functions are extended with up to 6 input/output modules. Included with the base unit is a 1PPS timing signal aligned to a 10 MHz frequency signal without any 10 MHz phase discontinuity.

A variety of internal oscillators are available, depending on requirements for holdover and phase noise. On-board clocks synchronize to a variety of external references as standard, factory-installed or upgradable options.

Users may add alternate signals of opportunity to GPS or GNSS input references to improve resilience, or use them for indoor applications and choose from a variety of option cards to add to configuration of timing signals, including additional 1PPS, 10 MHz, time code (IRIG, ASCII, HaveQuick), other frequencies (5 MHz, 2.048 MHz, 1.544 MHz), telecom T1/E1 data rates, multi-network NTP and PTP. Modules can be customized for exact requirements.

To support network time synchronization, SecureSync supports the latest features of network time protocol (NTP) and precision time protocol (PTP, IEEE-1588v2). An optional multi-port NTP configuration allows for operation across 4 isolated LAN segments. Up to 6 PTP ports can be added to operate in various PTP deployments.

SecureSync is a security-hardened network appliance designed to meet rigorous network security standards and best practices. It ensures accurate timing through multiple references, tamper-proof management and extensive logging. Robust network protocols are used to allow for easy but secure configuration.

Features can be enabled or disabled based on network policies. Installation is aided by DHCP (IPv4), AUTOCONF (IPv6), and a front-panel keypad and display. The 1 RU chassis supports multi-GNSS (GPS/ Galileo/GLONASS/BeiDou/QZSS) input.

Options include SAASM, supporting L1/ L2, available for authorized users and required for the US DoD, and BroadShield GPS jamming and spoofing detection. The unit is powered by AC on an IEC60320 connector. DC as back-up, or primary, is available.

Featured photo: Orolia

May 6, 2019
Honeywell offers modular, scalable smart airport technology

Honeywell has released new smart airport technology that is designed to enhance the safety and efficiency of airside operations.

The Honeywell NAVITAS software suite intelligently integrates air and ground traffic control with maintenance operations so airports can more easily accommodate growing air traffic while promoting safety and on-time performance, the company said.

NAVITAS was developed to comply with the latest industry standards, including those from the International Civil Aviation Organization (ICAO), European Aviation Safety Agency (EASA), International Electrotechnical Commission (IEC), Federal Aviation Administration (FAA) and European Organisation for Civil Aviation Equipment (EUROCAE).

NAVITAS includes modular and scalable software components, combined with an intuitive user-friendly interface, providing real-time insights for air traffic controllers and maintenance operators.

The components assist personnel in visualizing and routing aircraft movements despite the increasing complexity and stress associated with today’s airport operations. NAVITAS can enhance situational awareness about traffic conditions, more safely expedite aircraft turnaround times, and automate fault diagnostics for airside equipment, among other features.

NAVITAS modules include Tower Manager, Engineering Manager, Surface Manager and Performance Manager.

Tower Manager helps improve the productivity of air traffic controllers by enhancing situational awareness of airport surface operations. It gives controllers access to rich, real-time information on ground, air traffic and meteorological conditions, presenting the information in a single easy-to-use interface, and providing visibility into a multitude of traffic events while reducing the chance for error.

The system helps manage the air traffic controller’s responsibilities, while making it easier to issue and track aircraft clearance information to keep landings and takeoffs safer and on time.

Surface Manager helps airports get more out of their existing infrastructure by enhancing ground traffic safety, fluency and throughput in a wide range of weather conditions, while helping to reduce their fuel burn and carbon footprint.

The module also provides the software necessary for airports to use all four levels of an Advanced-Surface Movement Guidance and Control System (A-SMGCS), including surveillance, routing, guidance and airport safety support, along with enhanced movement conflict detection and resolution, which can include “follow-the greens”-based guidance that automatically illuminates lighting on the tarmac to guide aircraft to clear taxiways.

Engineering Manager helps engineers and technicians manage maintenance by enabling them to more effectively monitor system health, more easily perform fault diagnostics and to streamline workflows, which also often helps reduce operational costs.

It features a mobile interface and automates the diagnostics and failure reporting, while simplifying manual tasks and reducing paperwork, giving personnel better visibility into the availability, reliability and performance of airside systems. Personnel can easily create, manage and issue work orders to expeditiously resolve issues and keep equipment up and running.

Performance Manager features dashboards that allow airport staff to collaborate and analyze operations in line with key performance indicators. The module — accessible both on premise and remotely — provides access to a common base of holistic information and allows for the application of big-data analytics for real-time and predictive insights, often enabling more efficient and informed decision-making.

“Airports around the globe are seeing dramatic increases in traffic, and while that makes the world more connected, it increases complexity to ensure safe and reliable operations,” said Sonja Strand, vice president and general manager for Honeywell’s Global Airports Business. “NAVITAS helps orchestrate these complex environments like never before through mobile applications, dashboards and heads-up displays that are intuitive. By harnessing the power of the internet of things, we’re making data user friendly, and making airports smarter in the process.”

May 15, 2018
Austria modernizes air traffic control with Thales Doppler system

Thales has launched commercially its next-generation Doppler VHF Omnidirectional Radio ranging system, the DVOR 532. At the same time, Austro Control was announced as the launch customer for DVOR 532 with the signature of a frame contract for deployment in Austria.

While aviation increases its reliance on GNSS, the VHF omnidirectional radio remains a critical aviation infrastructure system due to vulnerability of GNSS signals and nearly universal equipage of aircraft to use VOR signals for navigation, Thales said.

The agreement will see Austrian air space equipped with a modern short- and medium-range enroute navigation technology, help to ensure safe and accurate flight navigation across the Austrian airspace.

DVOR 532 delivers superior navigation signal performance and reduced lifecycle costs in an easy to maintain package.

Thales will deliver, install and provide training for up to eight new DVOR systems to Austro Control. Austro Control will begin to take over operation of the systems as flight checks for the new systems are completed, with the first to take place before the end of 2017.

Thales provides air traffic management systems worldwide, with more than 7,000 navigation aids installed in 170 countries.

The DVOR 532 is a ground-based radio navigation aid for short and medium range for en-route and technical guidance. It transmits an omni-directional signal that enables an aircraft to determine its bearing relative to the location of the beacon.

The Doppler version of the VOR system provides a highly precise azimuth signal, suitable for difficult geographical conditions.

The DVOR 532 meets increasingly demanding international design and safety standards such as DO 278/ED 109 for software assurance.

October 23, 2017
DARPA floats aerial surveillance Dragnet by UAV

As off-the-shelf unmanned autonomous systems (UAS) become less expensive, easier to fly, and more adaptable for terrorist or military purposes, U.S. forces will increasingly be challenged by the need to quickly detect and identify such craft, especially in urban areas, where sight lines are limited and many objects may be moving at similar speeds.

To map small UAS in urban terrain, the U.S. Defense Advanced Research Projects Agency (DARPA) seeks innovative technologies to provide persistent, wide-area surveillance of all UAS operating below 1,000 feet in a large city. While the newAerial Dragnet program focuses on protecting military troops operating in urban settings overseas, the system could ultimately find civilian application to help protect U.S. metropolitan areas from UAS-enabled terrorist threats.

“Commercial websites currently exist that display in real time the tracks of relatively high and fast aircraft—from small general aviation planes to large airliners—all overlaid on geographical maps as they fly around the country and the world,” said Jeff Krolik, DARPA program manager. “We want a similar capability for identifying and tracking slower, low-flying unmanned aerial systems, particularly in urban environments.”

Although several systems are being developed for tracking small UAS by extending surveillance methods used in open areas where large line-of-sight buffers mitigate the threat, these systems are impractical for operation in urban terrain. Aerial Dragnet seeks to leapfrog these approaches by developing systems adapted to the fundamental physics of small UAS in urban environments that could enable non-line-of-sight (NLOS) tracking and identification of a wide range of slow, low-flying threats.

The program envisions a network of surveillance nodes, each providing coverage of a neighborhood-sized urban area, perhaps mounted on tethered or long-endurance UAS. Using sensor technologies that can look over and between buildings, the surveillance nodes would maintain UAS tracks even when the craft disappear from sight around corners or behind objects.

Low Cost Sensors, SDR. The output of the Aerial Dragnet would be a continually updated common operational picture of the airspace at altitudes below where current aircraft surveillance systems can monitor, disseminated electronically to authorized users via secure data links. Because of the large market for inexpensive small UAS, the program will focus on combining low-cost sensor hardware with software-defined signal processing hosted on existing UAS platforms. The resulting surveillance systems would thus be cost-effectively scalable for larger coverage areas and rapidly upgradeable as new, more capable and economical versions of component technologies become available.

The Aerial Dragnet program seeks teams with expertise in sensors, signal processing, and networked autonomy to achieve its goal. A solicitation detailing the goals and technical details of the program was posted here. A Proposers Day took place in late September.

Inertial, Gyroscope Take to Space

The concept image above shows the NEA Scout CubeSat with its solar sail deployed as it characterizes a near-Earth asteroid. (NASA)

Sensonor AS of Norway has partnered with the U.S. National Aeronautics and Space Administration (NASA) to supply current and future low- and near-Earth orbit space missions with inertial and gyroscope modules.

The Norway-based company first began supplying its standard inertial measurement unit (IMU) and gyroscope modules for low Earth orbit (LEO) space applications in 2012, Sensonor’s STIM300 and STIM210 inertial products now fly aboard several NASA spacecraft. Current projects using STIM inertial systems include the Raven technology demonstration and Near Earth Asteroid (NEA) Scout.

Raven, which launched to the International Space Station in September, will test key elements of an autonomous relative navigation system. Its technologies may one day help future robotic spacecraft autonomously and seamlessly rendezvous with other objects in motion, such as a satellite in need of fuel or a tumbling asteroid.

The NEA Scout is a robotic reconnaissance mission that will be deployed to fly by and return data from an asteroid representative of NEAs.

The STIM gyroscope modules are often used in combination with GPS or a Star Tracker and Kalman filter to orient and stabilize the satellite, as well as to provide feedback on satellite motion induced by its reaction wheels. In some applications, the gyroscopes are used to stabilize satellite-to-satellite communications.

Lighting Up Indoors for Retail Position

A new indoor positioning system uses LED lighting to pinpoint location for use in the retail industry. Researchers from the University of South Australia have developed an indoor positioning system that tracks movement with greater accuracy than contemporary RFID and Wi-Fi based systems.

Developer Siu Wai Ho said other methods of indoor positioning such as Wi-Fi were only accurate to within 1–2 metres and were easily hampered by radio frequencies from nearby devices, power sources or other wireless electronics. “Our system is more accurate with an error margin of 10cm and unlike some positioning systems our algorithm can calculate the orientation at the same time.”

LiPo uses LED lights as transmitters and photodetectors as receivers because they are both common items in modern societies. Photodetectors are a key component for capturing light and are also commonly found in smart phone cameras. The system uses a specially designed receiver to measure light intensity that is able to calculate position and orientation. Although it currently requires a unique receiver, developers hope to integrate the technology with the photodectors in mobile phones. This would reportedly enable supermarkets to provide customers with relevant information about items nearby.

“If you are in a supermarket you want to see some information for a product in front of you. One or two metres of error is still too big because it maybe gives you a product you are not in front of.”
Other applications could include the identification of objects or machinery in factories, movement aid tools for the elderly and trackers for museums to provide relevant information to tourists as they passed by exhibits.

Munich SatNav Summit Stresses GNSS Back-Up

“Is it Time for GNSS Back-Up?” has been announced as the the theme of the 2017 Munich Satellite Navigation Summit, to take place March 14–16.International experts gather to discuss recent position, navigation and timing develeopment and the necessity for GNSS backup solutions.

Among the topics, in addition to system updates on all major GNSS, we find listed: From Iridium to e-Loran — GNSS in need for a Backup; Galileo after the Brexit; Civil use of the Galileo Public Regulated Service (PRS); and Network-based solutions for GNSS Backup. Go to to www.munich-satellite-navigation-summit.org for registration information.

Xsens Offers Knowledge BASEd Inertial Motion Tracking

Xsens has launched BASE, an online technology platform with a community forum and a knowledge base on 3D motion tracking technology and products. BASE.xsens.com, contains inside information about micro-electro-mechanical system (MEMS) sensors, inertial measurement units (IMU), sensor fusion algorithms, body-motion tracking and motion capture.

It also provides best practices, tips and tricks for the use of Xsens’ MTi series, the MTw and the MVN wearable motion capture solutions. A second section of BASE is the community forum with direct access to Xsens’ engineers and other Xsens users.

There is no need to register for BASE to access the community forum and the knowledge base. To ask questions or comment on articles, registration is possible via SSO or email.

September 27, 2016
FlightAware Partners with Esri on Flight Tracking and Status Data Mapping

Esri and FlightAware have partnered to combine the power of a flight tracking and status company with the ArcGIS mapping platform. The partnership features the ability to view and analyze large amounts of accurate, live-aviation data in one powerful spatial system.

FlightAware aggregates live flight tracking data from more than 50 government air traffic control authorities, satellite data link partners such as Garmin and ARINCDirect, and FlightAware’s own in-house ADS-B receiver network, consisting of more than 3,400 receivers in more than 100 countries.

“Esri has the tools and expertise to visualize data in a proven GIS environment,” FlightAware business development manager Max Tribolet said. “FlightAware data is the perfect addition. We’re the largest flight tracking company in the world, based on how many disparate data feeds we have coming into our system. So it’s pretty powerful when you pull our data into GIS.”

“This is a really good way to provide an additional option to our existing and potential customers, who might not have an easy way to consume larger volumes of flight tracking data,” Tribolet said. “A stand-alone app like Esri’s ArcGIS is adept at handling large quantities of data and is able to visualize it. This relationship with Esri allows FlightAware to focus on what we do best: constantly adding and aggregating quality flight tracking data and providing it to the industry.”

Airports and agencies have started exploring opportunities to use FlightAware data in GIS to improve proactive noise monitoring and airspace design as well as monitoring airspace congestion in real time. FlightAware visualizes live and historic data — such as altitude, longitude, latitude, ground speed, and estimated and actual schedule times—in 2D, 3D, and even 4D maps.

“The ability to fuse FlightAware data within the ArcGIS platform unlocks a host of new and innovative capabilities with regard to visualization, analysis and collaboration,” Esri aviation business development lead Stephen Willer said. “That results in a higher level of operational intelligence. We’re excited to bring this to our users across the globe. Real-time information access like this is essential not only today but also to our future air traffic systems.”

August 17, 2015
FAA Hits Milestone for NextGen Air Traffic Control
U.S. Transportation Secretary Anthony Foxx today announced a significant NextGen milestone with the completion of En Route Automation Modernization (ERAM), a highly advanced computer system used by air traffic controllers to safely manage high-altitude traffic.

ERAM was designed to be the operating platform for NextGen technologies, including the Automatic Dependent Surveillance-Broadcast (ADS-B) system. ADS-B transmits information about altitude, airspeed and location derived through GPS from an equipped aircraft to ground stations and to other equipped aircraft in the vicinity. Air traffic controllers use the information to “see” participating aircraft in real time with the goal of improving traffic management.

“Looking at the future of air travel, we know that there will be more planes in our skies and more people in our airports, and in order to meet this challenge we must integrate cutting-edge technology into our aviation system,” said Secretary Foxx. “ERAM is a major step forward in our relentless efforts to develop and implement NextGen. With this new technology, passengers will be able to get to their destinations, faster, safer, and have a smoother ride — all while burning less fuel to get there.”

ERAM is the backbone of operations at 20 of the Federal Aviation Administration’s (FAA’s) en route air traffic control centers. The system, a crucial foundation for NextGen, drives display screens used by air traffic controllers to safely manage and separate aircraft.

“ERAM gives us a big boost in technological horsepower over the system it replaces,” said FAA Administrator Michael Huerta. “This computer system enables each controller to handle more aircraft over a larger area, resulting in increased safety, capacity, and efficiency.”

The first ERAM system went online at Salt Lake City Center in March 2012. The final installation was completed last month at New York Center.

ERAM uses nearly two million lines of computer code to process critical data for controllers, including aircraft identity, altitude, speed, and flight path. The system almost doubles the number of flights that can be tracked and displayed to controllers.

Other NextGen technologies include:
- Automatic Dependent Surveillance-Broadcast (ADS-B): The FAA is moving steadily toward replacing the old system of ground-based radars to track aircraft with one that relies on satellite-based technologies, including GPS. ERAM already receives information from aircraft equipped with ADS-B and displays that data on controllers’ screens. This technology has made it possible for controllers to provide radar-like separation to aircraft that previously operated in areas where no radar is available, such as the Gulf of Mexico and large parts of Alaska. ADS-B will replace radar as the primary means of tracking aircraft by 2020.
- Performance Based Navigation (PBN): Controllers are already using ERAM to make use of Performance Based Navigation (PBN) procedures that enable controllers and flight crews to know exactly when to reduce the thrust on aircraft, allowing them to descend from cruising altitude to the runway with the engines set at idle power, saving on flying time and fuel consumption.
- Data Comm: To reduce congestion on radio frequencies, the FAA and the aviation industry continue to develop Data Comm, which will allow controllers and pilots to communicate by direct digital link rather than voice, similar to text messaging. ERAM is already equipped to handle this technology.
Secretary Foxx and Administrator Huerta attributed the success of the development and installation of ERAM to the collaboration between FAA management and labor, including the National Air Traffic Controllers Association (NATCA) and the Professional Aviation Safety Specialists (PASS). This collaborative process is now a blueprint that will be applied to the rollout of future technologies.

To see how ERAM works, watch the FAA’s video.
April 30, 2015
Aireon Plans Global Emergency Tracking Service for Aircraft

Aireon LLC, developer of a space-based ADS-B global air traffic surveillance system, is planning the Aireon Aircraft Locating and Emergency Response Tracking (Aireon ALERT) service, a global emergency tracking service that will be provided free of charge to the aviation community beginning in 2017. The Aireon ALERT service will allow rescue agencies to request the location and last flight track of any 1090-MHz ADS-B equipped aircraft flying in airspace currently without surveillance.

“A comprehensive, global aircraft tracking solution is essential in emergency situations, as evidenced by MH370 earlier this year and Air France 447 in 2009,” said Don Thoma, president and CEO, Aireon. “Aireon is being deployed to improve the efficiency and safety of aircraft operations in oceanic and unsurveilled airspace. The same technology behind these efficiency and safety gains can also make a significant difference in providing quick, accurate information in emergency situations. With one global view of ADS-B equipped aircraft, Aireon ALERT will provide accurate and real-time tracking data immediately to authorized search-and-rescue operations, without requiring airlines to equip aircraft with new avionics or the ANSPs and authorities to deploy new systems.”

Aireon is deploying a global space-based ADS-B surveillance capability providing direct air traffic controller visibility of flights operating in oceanic or remote airspace, focused on improving the efficiency and safety of aircraft operations. When Aireon is fully operational, anticipated for 2017, it will create a powerful platform capable of tracking ADS-B equipped aircraft around the globe in real time.

The Aireon ALERT service will be available soon after Aireon’s full deployment and will be provided through a 24/7 application and emergency call center. Historical track data will be available to pre-authorized users, including ANSPs, airlines, and search-and-rescue authorities, through Aireon ALERT soon after controller communications are lost with an aircraft. The system can also provide real-time tracking of aircraft in distress, provided ADS-B transmissions are still operational.

“Tracking of aircraft in emergency and search-and-rescue situations is a complex issue,” said Cyriel Kronenburg, vice president sales and marketing for Aireon. “We plan to engage the various aviation stakeholders including the airlines, ANSPs, regulators, and search-and-rescue organizations over the next 12 months to define the technical, operational, and legal details of providing this data in emergency situations.”

“We anticipate support from the world’s airlines for the approach taken by Aireon for emergency tracking,” said John Crichton, president and CEO of NAV CANADA. “Airlines already stand to gain over $125 million per year in fuel savings in the North Atlantic alone by using Aireon’s space-based surveillance service. The Aireon ALERT public service offers an additional benefit, free of charge, ensuring that ADS-B equipped aircraft can be tracked anywhere in the world, even in airspace managed by ANSPs that have not subscribed to the Aireon service.”

Aireon is a joint venture among Iridium Communications Inc., NAV CANADA, ENAV, IAA, and Naviair, established to launch the Aireon system by hosting ADS-B receiver payloads on Iridium NEXT, Iridium’s second-generation satellite constellation, scheduled for first launch in 2015. This new capability will extend air traffic surveillance to the entire planet and increase the safety and efficiency of air travel over oceanic and remote regions.

September 22, 2014
Rockwell Collins’ Avionics Enable Successful European Union Flight Demonstrations

Rockwell Collins’ flight management system (FMS) and GNSS receiver successfully enabled the first demonstrations of advanced arrival and departure flight operations for the European Union’s airspace-enhancing project FilGAPP (“Filling the Gap” in GNSS Advanced Procedures and Operations).

The goal of FilGAPP is to create new, more efficient methods of navigating airspace using satellite-based navigation and advanced FMS functions.

“FilGAPP highlights the opportunity that exists for air carriers and corporate operators to increase operating capacity and to save time and fuel through more efficient terminal procedures at European airports,” said Claude Alber, vice president and managing director, Europe, the Middle East and Africa (EuMEA) for Rockwell Collins.

The most recent demonstration, performed in Germany in collaboration with key FilGAPP operational partners, took place on a Hawker 750 aircraft equipped with Rockwell Collins’ FMS and GNSS receiver. It was the first time that a high precision and high integrity missed approach/departure was performed in Europe.

The flights also validated technical and operational independence from the closely spaced air traffic control systems of two nearby airports, which enabled increased operational capacity for each airport.

Similar advanced departure/arrival demonstrations as part of project FilGAPP were performed earlier in the year with Air Nostrum (Iberia Regional) in Spain on Bombardier CRJ-1000 aircraft equipped with Rockwell Collins systems. The trials took advantage of the radius-to-fix functionality connected to European Geostationary Navigation Overlay Service (EGNOS)-enabled localizer performance with vertical guidance (LPV) approaches.

FilGAPP is a project of the European Commission’s 7th Framework Program managed by the European GNSS Agency (GSA) and coordinated by the Spanish transport consultancy, INECO, with industry and national air navigation service provider partners, including Rockwell Collins.

July 14, 2014