MITRE the MITRE Corporation's Center for Advanced Aviation

The MITRE Corporation’s Center for Advanced Aviation System Development

he MITRE Corporation’s Center for Advanced MITRE/CAASD adds value to all ATM modernization Aviation System Development (MITRE/CAASD) programs and helps accomplish national objectives for Tis a federally funded research and development evolving ATM systems to be capable of handling center (FFRDC) sponsored by the Federal Aviation anticipated increases in traffic and greater diversity of Administration (FAA). The MITRE Corporation, a not- aircraft. for-profit national resource provides systems engineering, research and development, and MITRE/CAASD focus areas include: information technology support to governments around the globe. MITRE/CAASD supports the FAA and other • Architecture and System Engineering civil aviation authorities from its facilities in McLean, • Airport Capacity Improvements Virginia, about 20 minutes from Washington, D.C. • Advanced Decision Support Systems • Global Communications, Navigation, and Surveillance • Collaborative Decision Making • Modeling, Simulation, and Advanced Development

MITRE/CAASD is committed to working in partnership with civil aviation organizations throughout the world to develop harmonized and integrated systems that promote safe and efficient global air traffic management. Our innovations in areas such as advanced automation systems for controller training, performance-based air traffic management systems for increased controller productivity and increased user benefits, conflict probe and resolution, the application of MITRE/CAASD carries out highly technical engineering Automatic Dependent Surveillance-Broadcast, Global and operational analyses, system development, and Positioning System modeling, the National Airspace system specification activities to help the FAA and our System Report Card and other performance measuring other civil aviation sponsors around the world, to plan, capabilities, and the Traffic Alert and Collision develop, acquire, and implement new capabilities that Avoidance System (TCAS) have greatly influenced modernize air traffic management (ATM) systems. With current trends in traffic control and management. its long and distinguished history, MITRE/CAASD is MITRE/CAASD's leadership on these and other able to recognize and understand the concerns of our projects is made possible by our unique combination of civil aviation sponsors, especially the need for a safe values and characteristics: an emphasis on quality, and efficient ATM environment in conformance with the integrity, and objectivity; a long-term perspective and standards and recommended practices of the corporate memory; and the merging of operational, International Civil Aviation Organization (ICAO). Our technical, and programmatic expertise. analyses and recommendations carefully account for the unique circumstances that characterize each For more information, contact: country's civil aviation posture. We can assist in the Fran Hoover selection and implementation of the best system Information Management Specialist tailored to the local situation. +1.703.983.5912

The MITRE Corporation ● 7515 Colshire Drive ● McLean, VA 22102-7508 USA Center for Advanced Aviation System Development (CAASD) MITRE For More Information, visit: www.mitrecaasd.org © 2007 The MITRE Corporation. All rights reserved. MP070043 Airborne Delegation

orecasts for traffic growth in Europe and the components and the ground-based automation system, United States over the next several decades including display inputs/outputs for both, and detailed Fsuggest that solely improving ground systems will procedures for initiating, completing, and terminating a likely come at a high cost to achieve the required given CAAS operation. However, the benefits capacity and provision of services. The development of potentially include a reduced tactical workload for the a close cooperation between ground and airborne controller. This leads to improved system scalability and systems, the use of new procedures, and the shifting of enhanced safety through increased situational roles and responsibilities across system participants awareness and direct cockpit participation in separation provide several avenues to meet this challenge. One decisions. promising option is airborne delegation—a procedure that temporarily delegates separation responsibility Concept Exploration studies of the CAAS concept for a from ground air traffic control to the cockpit under pairwise crossing application and more strategic specific conditions. airborne separation have been conducted by CAASD. Both CAAS concepts were explored in laboratory Recent research by The MITRE Corporation's Center evaluations involving controller and pilot participants. for Advanced Aviation System Development While additional research remains, these early (MITRE/CAASD) recognizes the potential value of evaluations of airborne delegation concepts produced airborne delegation as a distributed means of providing encouraging results. The concepts show promise to be flexible alternative solutions for future National Airspace both operationally feasible and to deliver benefits to the System (NAS) operations that leverages evolving NAS. avionics and surveillance technology. Concurrently, the research also recognizes the value in maintaining an For more information, contact: overall centralized picture for efficient planning and Fran Hoover control of operations, mainly those during peaks in Information Management Specialist traffic demand. +1.703.983.5912

Similar to the current visual separation application, the Controller-Assigned Airborne Separation (CAAS) concept relies on certified airborne components aboard the maneuvering aircraft to perform “electronic” visual separation. Specifically, to achieve separation it identifies a target aircraft and generates headings. CAAS enables a controller to authorize such an equipped aircraft to achieve and maintain separation from the designated target aircraft. The delegation of responsibility is temporary and specific to the encounter. The controller would continue to provide separation from all other traffic and any other hazards. Once the flight crew accepts the CAAS-based clearance to avoid the other aircraft, they accept responsibility for separation for that operation. CAAS imposes requirements for both the airborne

he MITRE Corporation's Center for Advanced procedures. MITRE/CAASD has focused its technical Aviation System Development (MITRE/CAASD), resources to create methodologies that will help Ta federally funded research and development existing airports best utilize available resources. For centers sponsored by the United States Federal example, MITRE/CAASD has developed procedures for Aviation Administration (FAA), has extensive simultaneous approaches to parallel runways that experience supporting efforts throughout the global permit reduced separation between the runways aviation community in addressing many of the issues without sacrificing safety. We have also developed new facing the planners and designers of tomorrow's procedures for simultaneous approaches to converging airports. In our state-of-the-art laboratory facilities, we runways and triple-parallel approaches. These capacity use modeling, simulation, and rapid prototyping to enhancements often minimize delay and resolve analyze problems and propose solutions to meet environmental issues. customer requirements. MITRE/CAASD has extensive experience with the use Airport Analysis. We have in our laboratories of models that analyze and predict aircraft acoustic sophisticated analysis tools that help airport planners profiles or contours ("noise"). Our studies often include and designers evaluate complicated issues. We can long-term acoustic contour predictions for a number of perform modeling analyses to study the relationships alternative air traffic demand scenarios. Furthermore, between key operations. We have the capability to our analyses do not conclude with the evaluation of the design integrated processes to enhance capacity while situation. We suggest alternatives to diminish the noise is kept to a minimum and to support airport severity of the problem. One such example was a concepts of the future. We have extensive experience comprehensive analysis for Aéroports de Paris (ADP) to support the design and evaluation of airport to evaluate the impact of new runway construction and command and control centers. Our staff includes airport future traffic at Paris Charles de Gaulle Airport. designers, air traffic controllers, pilots, and airport managers. Conclusion. We are qualified to support a great variety of projects, including development, operational and Airport Capacity, Delay, and Noise Modeling. technical analyses, feasibility studies, and cost-benefit Defining and measuring capacity is an extraordinarily analyses. In addition, we can develop hardware and complex problem because of the numerous variables software specifications, perform technical evaluation of involved in the process of measuring the maximum bids, and supervise project implementation. We have throughput of a single runway (or a runway system) at a demonstrated our capabilities through many United given airport. MITRE/CAASD developed many of the States projects, including such major airports as models that the FAA uses today to perform these Dallas/Fort Worth and Chicago O'Hare, and starting in analyses. We have validated the results of our the late 1950s, in over 40 nations. mathematical models with statistics from actual airport operations. Variables such as arriving aircraft mix, For more information, contact: interarrival times, runway occupancy times, and the Fran Hoover physical layout of multiple runways have been Information Management Specialist successfully included in our models. +1.703.983.5912

Two basic ways to increase air traffic capacity in a metropolitan area are: the construction of new airports or new runways at existing airports and the improvement of established arrival and departure

odern, effective airspace is the foundation for Design and Analysis of Alternatives: A good design modern, effective air travel. Airspace design must balance multiple factors: flexibility, predictability, M and management are critical functions in efficiency, safety, security, and the environment. providing a robust system that meets the demands of MITRE/CAASD combines over one-hundred years of current and future air commerce. The MITRE airspace design expertise with a unique set of tools and Corporation’s Center for Advanced Aviation System operational innovation to facilitate large scale design. Development (MITRE/CAASD) is working with the Many recent airspace efforts have also leveraged other aviation community to ensure the airspace that corporate expertise in area navigation (RNAV) and underlies and supports it, continues to operate at the required navigation performance (RNP). highest levels of safety, security, and efficiency. MITRE/CAASD’s aligned capabilities were fundamental in the FAA’s recent successful large scale redesigns in For the last decade, MITRE/CAASD has been a trusted South Florida and the Great Lakes Corridor. Other partner and a key resource in many important airspace examples of MITRE/CAASD’s efforts include design design actions. MITRE/CAASD has significant and analysis of ground-breaking, integrated airspace for experience and expertise in all aspects of airspace the New York/Philadelphia metro areas, human-in-the- modernization. loop and fast-time models of airspace benefits in Chicago, and operational and environmental analyses for the Houston area.

Implementation Engineering and Risk Mitigation: Moving from design to implementation is a large challenge. Technical, economic, and political risks are associated with every redesign effort. MITRE/CAASD capitalizes on its extensive corporate knowledge and systems engineering background in identifying issues that will challenge project viability and development of effective mitigation plans.

Post-Implementation: The airspace redesign process is not complete once a design is implemented.

Sometimes a design must be revisited and adjusted, to Problem Identification: The first step of any airspace fully achieve the expected benefits or to mitigate redesign effort is to understand the underlying unforeseen negative impacts. Measuring the operational issues, and to determine whether these effectiveness of the effort is also important. problems can be solved with airspace design. This MITRE/CAASD has played a major role in post- involves using diagnostic tools to look at traffic flows, implementation efforts for several major projects, identify operational bottlenecks or chokepoints, and including both design alteration and impact ascertain potential solutions. MITRE/CAASD has one of measurements. the most complete sets of data analysis tools and data for airspace elements (routes, fixes, and boundaries) For more information, contact: and current and projected traffic. Fran Hoover

Information Management Specialist +1.703.983.5912

irspace design is the process of creating sector regions requiring further boundary analyses. The boundaries and routes to support the safe and airspaceAnalyzer mimics air traffic control (ATC) by A expeditious flow of aircraft. This job has providing aircraft-to-aircraft and aircraft-to-airspace historically been performed by air traffic controllers separation, and adherence to traffic flow management acting as local airspace experts who identify problems, (TFM) and other procedural restrictions. Wherever consider options, and propose solutions multiple times airspaceAnalyzer is unable to perform these tasks to refine the design. This is a mixture of art and science efficiently, the airspace design must be remediated. that has worked well in the past, however it requires significant time and staffing resources. Also, due to the Airspace Partitioning interconnectedness of the national airspace system, Traffic Demand Profiles Partition region airspace controller solutions to local problems may have with airspacepartitioner unintended effects elsewhere in the system. Partitions with equal & benchmarked complexity To make the task of airspace redesign more efficient and able to prevent unintended effects, the Federal Aviation Administration (FAA) and The MITRE Workability Evaluation Identify problem partitions Corporation’s Center for Advanced Aviation System using airspaceAnalyzer Development (MITRE/CAASD), has developed the airspaceToolsuite. This set of tools includes three core Airspace requiring capabilities: airspacePartitioner, airspaceAnalyzer, and boundary analysis the sectorEvaluator; and provides visualization and Airspace with operationally feasible boundaries automated analytical support to airspace designers Sensor Audit within an integrated three step process. Refine partition boundaries using sectorEvaluator The first step in the process defines the airspace environment to be redesigned and partitions it into Iterate? Final Design regions of equal complexity. The airspace environment is defined by traffic profiles; the communications, navigation, and surveillance environment; automation The final step in the design process utilizes the support; and Air Traffic Management resources sectorEvaluator. This tool uses a knowledge database available in the study region. MITRE/CAASD calls upon of design best practices captured from human airspace its extensive demand forecasting and flight trajectory designers to recommend solutions to the problems modeling capabilities to develop airspace demand identified in step three. For example, sectorEvaluator profiles for any number of different conditions or may suggest relocating a sector boundary to minimize assumptions. Then, MITRE/CAASD’s point-outs or reduce excessive scanning. airspacePartitioner creates a map of geographically distributed traffic complexity (based on a specific set of Using objective, repeatable, and transparent methods, metrics) for the study region and divides the airspace the airspaceToolsuite facilitates a more efficient into areas of equal complexity. The desired amount of airspace design process. complexity for each partition is adjustable and can be benchmarked against one, two, or three person sectors. For more information, contact: Fran Hoover In the second step, the airspaceAnalyzer, a fast-time, Information Management Specialist simulation model, identifies unmanageable airspace +1.703.983.5912

he MITRE Corporation's Center for Advanced enhancements to en route and terminal systems and Aviation System Development (MITRE/CAASD), procedures. Using these simulation models CAASD T Federal Aviation Administration’s (FAA) Federally determines the effect on system performance and Funded Research and Development Center, analyzes workload. current and future demand and capacity needs for 2015 Average Delay at OEP Airports airports and airspace. In performing these analyses, Incorporating the Variation in Demand Forecasts MITRE/CAASD works with the FAA and aviation stakeholders and applies a wide range of simulation tools.

CAASD researchers have enhanced the state of the art 45.3 in traffic-schedule demand forecasting through the inclusion of metropolitan area socio-economic modeling 26.0 techniques. Using these techniques and national 27.1 27.4 forecasts, CAASD produces seasonal forecasts of 19.0 13.9 flights by time of day that reflects future aircraft 14.2 schedules and routings. These traffic predictions are 6.7 8.0 used to determine the effect of demand and capacity imbalances on key national airspace system resources, Good Weather Bad Weather Annual such as busy airports and congested airspace. The results of these simulation models are then used in CAASD researchers analyze the effect of new FAA decision making. These simulation models were technology and then use runwaySimulator, CAASD’s used to project the expected benefits of the FAA airport model to simulate and analyze the capacity at Operational Evolution Plan and to identify future complex airports. capacity shortfalls at major airports and metropolitan areas across the US. Airports and Metropolitan Areas Needing Capacity in 2025 after Planned Improvements

Capacity Curve

14 airports identified in FACT 2 60 that will need additional capacity 50 8 metro areas identified in FACT 2 that will need additional capacity Arrivals 40 30

20 For more information, contact:

10 Fran Hoover 0 Information Management Specialist 0 102030405060708090 Departures +1.703.983.5912 Similarly analysts develop inputs for CAASD’s systemwideModeler, which is a simulation model of the National Airspace System, to reflect planned

ince the terrorist attacks of September 11, 2001, A strong research and development (R&D) program is the efforts to manage and secure the air essential to meeting aviation security’s future challenges. S transportation system in the United States has MITRE/CAASD has invested in several R&D efforts. One become progressively example, the Airspace Security Portal, integrates complex. Threats can take information many forms and occur on surrounding a security the aircraft, in cargo areas, incident with decision airports, airspace, and support tools to help areas adjacent to aviation users respond quickly facilities as well. Providing to an incident with aviation security requires a minimum impact on multi-layered, adaptive aviation operations. approach that starts with an integrated understanding of Another example of MITRE’s R&D efforts is its research the total threat vector, into airport movements modeling. This research explores followed by security of the impact of threat prevention on airport operations. airports, people, baggage, Integrating this model with MITRE’s Integrated Air Traffic cargo/mail, airspace, and aircraft. Over the last six years, Management Laboratory provides MITRE the ability to The MITRE Corporation’s Center for Advanced Aviation quickly analyze the impact of aviation security incidents on System Development (MITRE/CAASD) has become a almost all aspects of the National Airspace System (NAS). close and valuable partner to the aviation security community. Working with the Joint Planning and Development Office (JPDO), MITRE/CAASD played a key role in developing a vision of aviation security for the 2025 timeframe. The JPDO’s Concept of Operations version 2.0 captures this vision. Working with the FAA’s System Operations Security organization, MITRE/CAASD has helped to develop a concept of operations for future system capabilities to detect and respond to potential airspace security threats. In addition, MITRE is extending this model to assess the effectiveness of an airport’s layered defenses against an MITRE/CAASD has also partnered with the Transportation active adversary. Security Administration (TSA) to provide important technical and programmatic analyses to such programs as For more information, contact: Registered Traveler, Transportation Worker Identification Fran Hoover Credential, Hazardous Material (HAZMAT) Driver’s Information Management Specialist Endorsement, Aviation Worker Program, and Indirect Air +1.703.983.5912 Carrier Program.

The MITRE Corporation ● 7515 Colshire Drive ● McLean, VA 22102-7508 USA Center for Advanced Aviation System Development (CAASD) MITRE For More Information, visit: www.mitrecaasd.org © 2008 The MITRE Corporation. All rights reserved. MP070147 AviationSimNet®

idely acknowledged as an effective way to Aviation Administration, Lockheed Martin study many air traffic management (ATM) Transportation and Security Solutions, MITRE/CAASD, W issues, real-time human-in-the-loop National Aeronautics and Space Administration (NASA) simulations can now be greatly enhanced with a flexible Ames Research Center, NASA Langley Research laboratory networking system that allows faster, easier, Center, Raytheon, and UPS. and more productive collaboration. Cuts Costs, Time, and Risks. Because it allows labs with complementary areas of expertise to collaborate, AviationSimNet can add a new dimension to any ATM study. Using standard internet-based technology and High Level Architecture (HLA) to leverage the combined lab capabilities of multiple organizations, users can:

• Enable distributed concept evaluation • Work across the aviation community • Specify standards for interoperability and flexibility • Use the power of the pubic Internet

Participants all over the globe can use this environment to better leverage their mutual simulation capabilities and perform a wide range of critical cross-system ATM studies of new AviationSimNet® is a real-time ATM simulation concepts, technologies, and procedures. network using standard internet technology. It is a software environment that enables ATM simulation labs Reusable, Reconfigurable and Secure. anywhere on the global Internet to integrate and work AviationSimNet is a reusable, reconfigurable, together simultaneously. Developed by The MITRE collaborative, simulation environment. It is designed to Corporation's Center for Advanced Aviation System efficiently and securely bridge aviation capabilities over Development (MITRE/CAASD) and implemented the Internet. It does not require organizations to expose across the aviation community, this software system their internal networks and simulations. Instead, it uses facilitates worldwide collaboration of real-time human- a central HLA Run Time Infrastructure component in-the-loop ATM simulation. This environment for housed on a publicly-accessible hub to connect and simulating air traffic voice and data communications communicate data with other labs. The voice network bridges MITRE/CAASD's ATM laboratories with other supports an unlimited number of controllers, pilots, and aviation laboratories across government, industry, and frequencies and provides for pilots to dynamically academia to enable distributed evaluation concepts. change frequencies during all phases of flight.

AviationSimNet Participants: Air Line Pilots For more information, contact: Association, The Boeing corporation, Center for Applied Fran Hoover ATM Research at Embry-Riddle Aeronautical Information Management Specialist University, Crown Consulting, Eurocontrol, Federal +1.703.983.5912

Communications, Navigation, and Surveillance/ Air Traffic Management (CNS/ATM) master plan A is a plan for a needs-driven, economically justified, evolutionary system and modernization. The Plan must: (1) sustain systems necessary to maintain existing level of service; (2) introduce new operational procedures, technologies, and automation concepts necessary to meet user and operator needs; and (3) introduce appropriate program management structures for successful implementation of the Plan. Development of the Plan is shown in the Planning Process figure.

Why Have a CNS/ATM Master Plan?

International Civil Aviation Organization (ICAO) members have long understood that promoting air commerce is a key to their economic development. While currently stagnant due to events, air traffic is expected to resume significant growth over the remainder of the decade. The existing Air Traffic MITRE/CAASD Experience in Master Planning Control (ATC) infrastructure will need to undergo significant change to support this growth and to The MITRE Corporation’s Center for Advanced Aviation accommodate new technologies. The aviation System Development has focused not only on environment is rapidly changing and ICAO members development of new CNS/ATM technologies necessary must adaptively respond to these changes in order to to enhance capacity and efficiency of global aviation harmonize CNS/ATM systems across the national systems, but also in the end-to-end, operational boundaries. performance of the resulting integrated systems. We understand global trends and worldwide aviation needs. The long-term CNS/ATM Master Plan will provide for a We have experience in budgeting, schedules, and risk systematic process to prioritize and balance management on both small and large scale airspace investments. Several infrastructure changes already system projects. have been implemented in air commerce around the world. Space-based CNS technologies have made ATC systems more interdependent across national For more information, contact: boundaries. ATC system enhancements, however, Fran Hoover often require investments in avionics. Consequently, Information Management Specialist infrastructure enhancements are highly dependent on a +1.703.983.5912 common understanding between Civil Aviation

Authorities and the aviation user community.

he United States air transportation system is a will integrate the role of flight planners, airline complex environment in which the actions of dispatchers, and aircrews into the decision-making T thousands of people, combined with acts of process. The FAA and the users will work nature, ultimately determine the behavior of the system collaboratively to meet the overall goal of ensuring safe, as a whole. Human decision making is involved in orderly, and expeditious air traffic flows. In a system operations at all levels, from the piloting of collaborative ATM system: individual aircraft to the planning and management of air traffic flows regionally and nationally. In making • Service providers are focused on safety and decisions and taking the appropriate actions, decision equity. makers draw on their own knowledge and expertise, as • Airspace users are focused on their own well as on information available to them on the current operational and business objectives. and predicted state of the air transportation system. Current MITRE/CAASD research into collaborative The MITRE Corporation’s Center for Advanced Aviation ATM is focused on improving the decision-making System Development (MITRE/CAASD), a federally process through better information sharing and decision funded research and development center sponsored by support automation. Aspects of this new approach are the Federal Aviation Administration (FAA), is exploring already evident in today’s NAS operation. The FAA’s new ways to increase information sharing among Enhanced Traffic Management System (ETMS), for decision makers. MITRE/CAASD is also investigating example, provides real-time and predicted information alternative concepts for interactive decision making and about national air traffic flows and is currently used at for sharing decision-making authority to take better FAA and international air traffic facilities. This advantage of available information, experience, and information is also used by airline operational control operational perspectives. centers. This tool provides a shared understanding of national traffic flows among a broad range of decision The overall goal of air traffic management (ATM) is to makers. In pursuing its collaborative ATM research, ensure safe, orderly, and expeditious air traffic flows. MITRE/CAASD is expanding the ETMS capabilities to There are two groups of decisions makers: those who provide for broader information sharing between service provide system services and those who use these users and providers as well as additional decision services. The actions of these participants are based on support systems. These decision support systems will the information available to them and on their individual provide for more effective collaboration in the goals. While all participants share the goal of a safe, identification of flow problems and development of flow efficient air transportation system, individual goals and problem resolution strategies. definitions of what is efficient will vary and may sometimes conflict. For example, a controller’s primary For more information, contact: goal is to safely separate air traffic. A traffic manager is Fran Hoover concerned with keeping smooth traffic flows within safe Information Management Specialist capacities in the National Airspace System (NAS). An +1.703.983.5912 airline dispatcher is concerned with safety, airline operating efficiency, and profitability.

While the goal of ATM remains the same, the underlying philosophy has been changing. Recently, emphasis has been placed on collaborative ATM, which

ollaborative Routing Coordination Tools (CRCT) • Identifying and analyzing potential TFM is an integrated collection of automation situations C functions that traffic flow management can use • Identifying the flights that are expected to be to monitor traffic flows, develop strategies to alleviate directly impacted by the situation congestion and avoid severe weather, and analyze the • Defining candidate routes (either for traffic impact of proposed strategies. Using CRCT, a traffic flows or specific flights) to alleviate the situation manager can visualize the impact of a proposed • Analyzing the impact of a reroute strategy on strategy on sector loading or on individual aircraft. sector loading for all the sectors across a Eventually, the traffic manager will be able to share this region information not only with traffic managers from other • Enabling traffic flow managers from all facilities facilities, but also with airspace users. Thus, CRCT and airspace users to gain common situational capabilities will help National Airspace System (NAS) awareness and information about strategy stakeholders develop strategies for meeting their alternatives respective operating objectives when constraints in the • Facilitating the implementation of reroute NAS require traffic flow management action. strategies

CRCT was developed by The MITRE Corporation’s Future Plans Center for Advanced Aviation System Development (MITRE/CAASD) as part of its Traffic Flow MITRE/CAASD is currently developing new capabilities Management (TFM) Research and Development that will deliver additional operational benefits when activities. CRCT currently exists on a research platform combined with the initial CRCT capabilities; for where operational concepts and automation functions example, development of capabilities to model Miles-in- are developed and evaluated by TFM personnel in their Trail restrictions and to assess their impact, in concert operational facilities and MITRE/CAASD’s lab. As a with rerouting and ground delays. Research is also result of these evaluations, needs for capabilities are being conducted on computer-assisted resolution identified, desired capabilities are refined, and support to reduce time and workload. The FAA and procedures for operational use are developed. When MITRE/CAASD are preparing for field evaluations of the Federal Aviation Administration (FAA) determines these new features. MITRE/CAASD is also working with that a capability should be integrated into the TFM, the FAA on transferring the technology associated with MITRE/CAASD assists the FAA in transferring the a desired CRCT capability; for example, flow technology to the implementation team and, where constrained area application and trajectory modeling appropriate, the private sector. algorithms, to the FAA team responsible for integrating the CRCT capability into the traffic flow management Features system.

CRCT was developed to help traffic flow managers and For more information, contact: airspace users address current shortfalls. Specifically, Fran Hoover CRCT functions are designed to assist with the Information Management Specialist following: +1.703.983.5912 • Visualizing future traffic flows based on filed flight plan information

ith the continued growth of the Internet, expanded Any cyber security procedures for the NAS must be use of commercial off-the-shelf software, and extensively evaluated and include safety and performance Wgovernment use of commercial networks, the issues. The Communications and Information Systems threat environment to all networked infrastructures has been Laboratory emulates all aspects of NAS Internet Protocol increasing steadily. These threats comprise both maliciously communications including routers, switches, air/ground data

directed attacks against organizations and unintentional links, and future The Cyber Security Laboratory release and spread of viruses and worms within a network. changes to the NAS. Controller Voice Point-to- Controller Voice Communications Point There is particular concern Applications Communications The laboratory is also

that critical infrastructures NAS Services organized on the same within the United States, operational principles which are dependent on as the NAS, with Air network technology, have Route Traffic Control been targeted by foreign Centers (ARTCCs) and ATM and MPLS Switch Fabric governments and terrorist Firewall Firewall the capability to organizations. support Terminal Radar Approach Control (TRACON) facilities. Security The MITRE Corporation’s Center for Advanced Aviation provisions are tested within the laboratory for applicability, System Development (CAASD) is researching and performance, and failure modes, to determine suitability to developing means to protect the United States government’s the NAS (and similar safety dedicated infrastructures). critical networks from Cyber attacks and to minimize damage when a cyber security incident occurs by providing direct CAASD is improving FAA security operations by working support to the Federal Aviation Administration (FAA) and the directly with the Air Traffic Operations (ATO) organization and Transportation Security Administration (TSA). As the Department of Transportation’s (DOT’s) Cyber Security demonstrated by the 9/11 attacks, the disruption of Management Center (CSMC). Within the ATO organization, commercial air traffic operations results in dramatic economic CAASD helped lead table-top exercises using real-life impacts well beyond the airline sector. scenarios to identify response and communication gaps and process improvements. Teaming with both the ATO and Consolidated CAASD has reviewed Security

IBM CSMC, CAASD is helping improve cyber security monitoring, Core Enclave(s) Management and Reporting the FAA’s National Non- Application forensics, and reporting capabilities for the FAA. Enclave technical ECC gateways and local Communication Airspace System Control security controls Support (NAS) and developed a Enclave(s) security architecture Application Stakeholder DMZ gateways Demilitarized Zone specifically designed Post -Incident NAS Trusted NAS Security External NAS for a safety critical Recovery Pre-Incident Entities Outside the Security Control of NAS environment. NAS has Monitoring and Threat Post-Incident stringent performance Detection requirements to support operations such as air traffic control Trans-Incident and must, at the same time, maintain communications with Incident Response many foreign agencies and aircraft operators. The NAS is a Attack Warning and critical infrastructure that should be isolated from the public Assessment and from foreign governments, but cannot perform its mission For more information, contact: without connecting to them. Further, the FAA must detect and Fran Hoover respond to a cyber threat within seconds to maintain the Information Management Specialist safety tolerances demanded of air traffic control. +1.703.983.5912

The MITRE Corporation ● 7515 Colshire Drive ● McLean, VA 22102-7508 USA Center for Advanced Aviation System Development (CAASD) MITRE For More Information, visit: www.mitrecaasd.org © 2008 The MITRE Corporation. All rights reserved. MP080027 End-Around Taxiways

hy “End-Around Taxiways”. In response to the runway. The overall risk was estimated on a per increased air traffic, airports are constructing departure basis, and showed that risk varies W additional parallel runways to expedite the flow significantly according to the operator type of the of landing and departing aircraft. In a typical parallel departing aircraft and the distance to the end-around runway configuration, departing aircraft use the inboard taxiway. MITRE/CAASD derived a risk formula that was runways and arriving aircraft use outboard runways. used to demonstrate that the risk would remain within Arriving aircraft need to cross the inboard departure SMS guidelines if the FAA applied an appropriate risk runways which can result in delays and risks of runway management process that limited the number of incursions. To reduce both the delays and risk of implementations NAS-wide. Based on the results of this incursions, airports are proposing construction of study, as well as an assessment of the human factors taxiways that go around the end of the runway often associated with EAT operations, FAA approved use of referred to as “End-Around Taxiways” (EATs). These EATs under departures and issued design guidelines EATs are intended to allow aircraft to taxi around the for EATs beyond the departure ends of runways. end of the runway without interfering with operations on the runway (as would be required when crossing the Additional Cases. Several airport operators have also runway). Because most cases involve EATs that would requested that FAA approve EATs that pass under allow arrivals to taxi beyond the end of a departure arriving aircraft. MITRE/CAASD is performing a similar runway, the initial focus was issues associated with analysis to estimate the risk associated with these allowing aircraft to depart over those taxiing aircraft. operations in support of such approval and to provide design guidance to airport operators.

Human Factors Issues with EATs. MITRE/CAASD provided human factors and experimental design expertise over the course of several simulations conducted at airline training centers and NASA Ames. During these evaluations, it became clear that pilots were having difficulty distinguishing between EAT aircraft and Runway Incursion (RI) aircraft. One study found 25% of the pilots could not correctly identify if an aircraft was crossing the departure runway, or was on the departure-end EAT, resulting in unnecessary rejected take-offs with EAT aircraft and failures to abort with runway incursion aircraft. Two mitigation strategies were examined in the final simulation. The first was a depression, where the EAT was depressed at varying Verifying the Safety of EATs Under Departures. A depths below the runway threshold, and the second key concern that needed to be resolved before the was a visual screen of varying heights placed between Federal Aviation Administration (FAA) could approve the end of the runway and the EAT. The depression the use of EATs beyond the departure end of the and screen both provide an effective mitigation to help runway was verifying that the EATs could be operated pilots distinguish between aircraft that are crossing the safely. The Federal Aviation Administration (FAA) runway (causing an incursion) and those that are safely requested that The MITRE Corporation’s Center for on the EAT. The arrival case is being evaluated to Advanced Aviation System Development determine if there are additional human factors issues (MITRE/CAASD) conduct a study to determine whether associated with arrivals over-flying aircraft on the EAT. EAT operations met safety criteria as established in FAA’s Safety Management System (SMS). The study For more information, contact: mined FAA and National Transportation Safety Board Fran Hoover (NTSB) records of accidents and incidents over a 24- Information Management Specialist year period, identifying incidents that could pose a risk +1.703.983.5912 to an aircraft if it were on a taxiway beyond the end of

s new operational procedures, equipment, and Complex Obstacle Modeling. Often a safety analysis aircraft capabilities become available, the need problem demands a more complex obstacle A for a more robust, efficient, and easier way of representation to account for the width and depth of the conducting complex safety analyses has been obstacle’s “footprint.” To address that need, the SAT-P identified by the Federal Aviation Administration (FAA). demonstrates a capability to outline buildings and other Such a capability is needed to address the demand for elements requiring complex representation and enables safety analyses as the FAA transitions to new types of the analyst to assign key properties, such as precise operations in all phases of flight. location and dimensions. The SAT-P then automatically generates a series of wall obstacles suitable for CRM The MITRE Corporation's Center for Advanced Aviation analysis. A similar capability enables terrain features to System Development (MITRE/CAASD) has developed be modeled as complex obstacles. Terrain contours are a research platform for requirements elicitation called generated for areas of interest and represented as a the Safety Assessment Toolset Prototype (SAT-P). The series of point obstacles along the contours for CRM SAT-P builds upon the existing Collision Risk Model analysis. (CRM) and focuses on data integration, modeling complex obstacles, and providing a higher fidelity Grid Obstacles. The SAT-P demonstrates a useful representation of air traffic and airport operational capability for analyzing candidate locations for constraints needed to support safety assessment proposed obstacles. The analyst can construct analyses. The prototype has helped the FAA define rectangular grids to represent multiple locations and requirements for software tools to automate some of height options for proposed obstacles. The SAT-P can the labor intensive processes in setting up a safety then assess each cell location to determine its collision analysis. It will also help the FAA prepare to incorporate risk safety. This allows the analyst to run the CRM new technologies and operations into their safety thousands of times to assess each cell together with analyses and will support the transformation to a other obstacles for various combinations of aircraft performance based National Airspace System (NAS). landing speeds and minimum obstacle clearance heights. Results are displayed graphically, making it Data Integration. The SAT-P provides the airport easy for the analyst to view optimal locations for safety analyst with easy access to critical data and obstacle placement at an airport. photo imagery, all geo-referenced for display and analysis within a geographic information system CRM Case Analysis for Multiple Runways/Airports. graphical user interface. The National Airspace System The CRM, originally designed to assess one Repository database, integrated with the SAT-P, runway/ILS at a time, has been integrated with the provides data on airports, runways, Instrument Landing SAT-P to facilitate analysis of multiple runways at one System (ILS) approaches, Navigational Aids, and fixes. or several airports as part of a single assessment case. The Flight System Standards Information Service, a The analyst can now construct one case to determine Web service linked to the SAT-P, provides data on how changes in the CRM engine (e.g., visual segment obstacles in and around the airport environment. risk calculation capability) or changes in an obstacle Obstacles can also be imported from the Digital database may affect risk across several airports. The Obstacle File database. Additionally, the SAT-P can analyst is freed from the burden of setting up individual display video maps, airport layout diagrams, ESRI cases for each runway allowing them to promptly Shapefiles, GeoTIFF files, satellite photo imagery of complete complex multi-airport analysis cases. airports, and terrain data from the Digital Elevation Model and Digital Terrain Elevation Data. For more information, contact: Fran Hoover Information Management Specialist +1.703.983.5912

concept termed Flight Deck-Based Merging and The fielding of spacing concepts such as FDMS, Spacing (FDMS) is under development by a joint enabled through advances in technology such as ADS- A government/industry team led by the Federal B, is a necessary initial step to realization of the FAA’s Aviation Administration (FAA) Surveillance and Next Generation Air Transportation System (NextGen) Broadcast Services Program Office. With participation and Europe’s Single European Sky Air Traffic from the National Aeronautics and Space Management (ATM) Research (SESAR). These visions Administration (NASA), the Air Line Pilots Association are intended to increase the safety, security, and (ALPA), Aviation Communication & Surveillance capacity of future air transportation operations to Systems (ACSS), UPS, Boeing, Honeywell, MITRE, address the expected public demand. and others, the team is conducting collaborative research and development to ensure the viability and safety of the FDMS concept. Based on past research and development done in the U.S. and Europe, FDMS gives flight crews the ability to use speed management derived from on-board equipment to achieve and maintain in-trail spacing. This operation is intended to reduce the need for air traffic control (ATC) interventions and provide for the delivery of accurate, low-variance spacing for merging and arriving aircraft. The FDMS procedure utilizes the FAA’s cornerstone future surveillance system known as Automatic Dependent Surveillance – Broadcast (ADS-B) for the aircraft-to-aircraft broadcast of precise position and velocity information. This information allows pilots to track the movement of their own and other aircraft on a cockpit display. FDMS permits flight crews aboard properly equipped aircraft to assist the controller in maintaining spacing within aircraft pairs. During Continuous Descent Arrival (CDA) operations, FDMS can help maintain capacity by optimizing the overall spacing among a stream of aircraft. MITRE recently conducted a series of pilot and controller human-in-the-loop evaluations in simulated en route and terminal flight environments so that the For more information, contact: FDMS procedure could be iteratively tested and refined. Our simulations affirmed that FDMS can minimize the Fran Hoover need for controller interventions with traffic, reducing Information Management Specialist time and distance flown as well as the voice +1.703.983.5912 communications load. This research, coupled with demonstrations to key FAA officials, helped mature the concept and support its introduction to the field. ACSS has recently gained FAA approval to install FDMS equipment on Boeing 757s, and UPS has applied for FAA’s permission to conduct the FDMS operation.

n December 1993, the Department of Defense the number and location of reference stations to meet declared initial operational capability for a new high- specified requirements, MITRE/CAASD developed a Itechnology radio navigation system, the Global Satellite-Based Augmentation System (SBAS) Positioning System (GPS). Based on studies done by Worldwide Availability Tool (SWAT). The SWAT The MITRE Corporation’s Center for Advanced Aviation predicts the performance of an integrated network of System Development (MITRE/CAASD) and others, the satellites, ground stations, and communication links. Federal Aviation Administration (FAA) and the aviation MITRE/CAASD is currently working with the FAA to community recognize that while GPS provides a define WAAS enhancements for the Full Operational beneficial operational capability to many users, aviators Capability system. operating under instrument flight rules require augmentation. MITRE/CAASD is also working with the FAA to develop the Local Area Augmentation System (LAAS). LAAS MITRE/CAASD has helped the FAA identify various provides corrections via a Very High Frequency data aspects of GPS performance that must be improved to broadcast to aircraft within line-of-sight distances. It is support high-availability GPS flight operations, including being developed to provide precision approach precision approach and airport surface operations. capability for all the runways at an airport equipped with These components include signal integrity, signal LAAS. MITRE/CAASD’s role in specification accuracy, and system availability. development and validation includes analyses of signal integrity and availability. In addition to LAAS To achieve these improvements and to expedite GPS specification activities, MITRE/CAASD has also use for vertically-guided instrument approaches, provided technical expertise to FAA/industry MITRE/CAASD helped define the Wide Area partnerships, FAA’s Key Technical Advisors on LAAS, Augmentation System (WAAS), a capability that adds and the LAAS Integrity Panel. MITRE/CAASD is differential corrections and ranging information to working with the FAA to ensure the integrity and safety information relayed by geostationary satellites. As part of a future LAAS system that will support landings to of this effort, MITRE/CAASD also developed and tested Category III standards. algorithms to mitigate the effects of signal delays in the ionosphere and to ensure the integrity of broadcast MITRE/CAASD is also helping to define requirements ionospheric delay corrections. MITRE/CAASD also for a modernized GPS system in which multiple helped to establish performance requirements for frequencies will be available to civil users. Finally, WAAS and had an important role in the transfer of MITRE/CAASD is working across the international technology to the prime contractor. To ensure that the community to assure signal compatibility between WAAS design achieved the necessary degree of future GPS and future international satellite navigation integrity for vertically-guided approaches, the FAA capabilities. established a WAAS Integrity Performance Panel (WIPP)—consisting of MITRE/CAASD, industry, and For more information, contact: academia—that worked with the prime contractor Fran Hoover throughout the implementation of WAAS. WAAS Information Management Specialist achieved Initial Operational Capability in July 2003. +1.703.983.5912

To help the FAA determine the number of geostationary satellites necessary to provide signal ranging, differential corrections, integrity broadcast services, and

he MITRE Corporation's Center for Advanced identify the basic causes leading to the operational Aviation System Development (MITRE/CAASD), hazard, along with the associated fault tree and the Tsupports the Federal Aviation Administration’s allocation of the lower level safety objective(s). Based (FAA) Federally Funded Research and Development on these, the corresponding safety requirements per Center, in meeting its Safety Management System domain are defined to meet the overall operational (SMS) guidelines. MITRE/CAASD is involved in hazard safety objective, taking into account the evaluating safety risks associated with proposed identified internal mitigation means. changes to National Airspace System (NAS) automation, procedures, airspace, and facilities and conducts Operational Safety Assessments (OSAs) to define the safety requirements associated with those proposed changes. Bow-tie models, are used to identify and assess the safety risks of all potential operational hazards. Hazards are identified based on a detailed description of the change and the environmental conditions under which the application will be operating.

ASOR OHA Application OSED Environmental Description Conditions ST BC AE OE SO Sev.1 BC OH OE AE detected Sev.2 BC OE Sev.3 AE OH undetected BC OE Sev.4 AE OE BC IMM EMM Sev.5 For more information, contact:

To meet the To mitigate Fran Hoover Safety SO assigned Safety the effects of Requirements to the hazard Requirements the hazard Information Management Specialist +1.703.983.5912 They are central to the model and are expressed for both the detected and undetected case at the boundary of the change. Hazards are identified based on modeling and the identification of abnormal events. Operational Hazard Assessments (OHAs) are conducted to assess the operational effects specifically attributable to the proposed NAS change and to set the safety objective for each hazard. After accounting for external mitigation means, these become the safety requirements. The Allocation of Safety Objectives and Requirements (ASOR) process is conducted to ensure that the safety requirements are addressed within the proposed NAS change. The ASOR objective is to

In order to promote improved information exchange, Flight Planning situational awareness, decision making, and strategy implementation between traffic flow management Traffic flow managers will notify flight planners that (TFM), air traffic control (ATC), and the airspace users, planned flights are potentially affected by TFM The MITRE Corporation’s Center for Advanced Aviation initiatives, allowing the planners to incorporate the System Development (MITRE/CAASD) has developed initiative into their routes or to plan around the an operational concept for how TFM-derived reroutes constraint. In addition, knowledge of ATC-specific can be integrated between TFM, ATC, flight planning, restrictions, such as ATC-preferred routes, improves and flight deck capabilities. awareness of how the flight will actually be flown.

Background ATC

Although the Federal Aviation Administration (FAA) and An interface with TFM automation enables the the airspace users collaborate on the reroute strategy, it incorporation of rerouting strategies into ATM is nevertheless cumbersome to implement. The efforts automation, thereby eliminating the effort of determining needed to identify the flights that need to be rerouted which flights are affected. The desired reroute can be and to manually implement the new route as a refiled automatically integrated into ATM capabilities to assess flight plan or a flight plan amendment can take an the impact of the reroute on the sector plan and to inordinate amount of time. Further, TFM needs to have facilitate the entry of the necessary flight plan the best and latest information on all intended routes of amendments. flight in order to maximize the effectiveness of TFM decisions. This is precluded if there is uncertainty in Flight Deck how reroutes will be addressed. From the airspace user’s perspective, knowledge of TFM initiatives and Once the reroute has been assessed by ATC, it can be ATC-specific restrictions facilitates the flight planning sent via data link to the cockpit, eliminating the need for process. The implementation of rerouting strategies lengthy and potentially misunderstood verbal can be facilitated through integration of planned and clearances, thereby creating opportunities to integrate existing automation systems. New capabilities in the the data link clearance with onboard flight management Enhanced Traffic Management System allow for the systems. identification of the flights affected by a rerouting advisory. This enables electronic communication of the For more information, contact: reroutes and provides a means by which the National Fran Hoover Airspace System can be made more efficient and Information Management Specialist predictable. +1.703.983.5912 The Components

In practical terms, integration of TFM rerouting initiatives is achieved as follows: The coordination and implementation of rerouting initiatives relies on the core concept of determining exactly which flights are affected by the initiative. Early coordination of this

"reroute list" enables users to plan around the constraints causing the reroute (congestion, severe weather, or other ATM restrictions). For flights already airborne, TFM can use the rerouting list in an interface with ATM automation to facilitate the transmittal of the TFM strategy.

o enable improvements to today's air traffic • Terminal Simulation: A TRACON simulation capable management systems, and to envision the needs and of simulating a variety of current and future operating Tpossibilities for tomorrow, analysts need an environments including the ARTS/3E or Common experimental setting in which concepts can be matured and ARTS radar displays. This simulation capability also vetted with key stakeholder groups. This environment must be includes sim-pilot capabilities. robust enough to handle a range of exploratory concepts, and • Tower Simulation: A tower simulation capability that yet realistic enough to provide a quality user experience. It is includes a BRITE display and provides surface with these needs in mind that The MITRE Corporation's movement of aircraft. This capability can also be Center for Advanced Aviation System Development used to look at future airport configurations. (MITRE/CAASD) developed its Integrated Air Traffic • Traffic Flow Management: The Collaborative Routing Management (ATM) Laboratory. The Integrated ATM Coordination Tool is a high-fidelity prototype of an Laboratory is an extensible, scalable, real-time distributed integrated collection of traffic management simulation environment based on an open, layered automation functions. architecture. It brings together a broad set of integrated air • Portable Aviation Visualization Environment: A 3-D traffic management capabilities for human-in the- loop Visualization environment that is used in conjunction simulation and visualization. with the cockpit simulation, tower simulation or separately to provide visual representation of Enabling Faster, Better-Informed Decision Making. physical and abstract concepts. In MITRE/CAASD's Integrated ATM Laboratory, pilots, controllers, airlines and other key stakeholders can work with Integrated Simulation Testing Leads to ATM Advances. and view simulated concepts individually, side-by-side or in Working in the Integrated ATM Laboratory together with the an integrated, end-to-end fashion. The lab provides an Federal Aviation Administration, National Air Traffic environment for all parties to share the experience of a Controller's Association, Air Line Pilots Association, civil proposed concept change, discuss their concerns on aviation authorities of various countries, and other workload, communication, safety, roles and responsibilities, organizations, MITRE/CAASD has helped improve ATM and other topics. Because this allows them to come to an systems in a number of key areas, including: agreement more quickly through visualization, iterative • Runway safety initiatives changes and evaluations, it can lead to faster implementation • Airspace redesign of beneficial enhancements. • Traffic Flow Management • Enroute Decision Support Systems Fully Integrated Technology for Far Reaching Results. • Applications of the Automatic Dependent The Integrated ATM Laboratory offers a broad range of Surveillance-Broadcast/Cockpit Display of Traffic integrated capabilities: Information (ADS-B/CDTI) to procedural applications • Cockpit Simulation: A medium-fidelity re-configurable • Airport/Runway Siting fixed-base cockpit simulator coupled to an out-the- window visualization system with a 124 degree field Towards Global ATM Integration. One of the newest of view. capabilities added to CAASDs Integrated ATM Laboratory is a • En Route Simulation: An air traffic control simulation real-time ATM simulation network using standard internet capability that provides a sector suite configuration technology, called AviationSimNet. AviationSimNet enables and interactive sim-pilots. The sector suite ATM simulation labs anywhere on the global internet to configuration includes emulated radar displays, integrate and work together simultaneously. Developed by strategic planning and decision-support tools MITRE/CAASD and implemented across the aviation including a conflict detection, trial planning and flight community, this capability facilitates worldwide collaboration information management through the User Request of real-time human-in-the-loop ATM simulation. Evaluation Tool (URET). The en route simulation capability can simulate any number of sectors across For more information, contact: the country with current or future airspace Fran Hoover

adaptation. Information Management Specialist +1.703.983.5912

o address the future needs of the Federal Aviation Applying an Architecture Framework to Evaluate Administration's (FAA) National Airspace System (NAS) Commonality. As shown in the figure below, the thread definition T infrastructure, The MITRE Corporation's Center for was augmented with a functional analysis of common FDP Advanced Aviation System Development (MITRE/CAASD) has capabilities, leading to a definition of a future integrated NAS employed a standardized architecture analysis technique to architecture. Using an architecture framework approach, that has define a potential evolution of NAS Flight Data Processing (FDP) been adopted by government agencies and commercial capabilities. Taking advantage of its broad aviation expertise, industries as a methodology to develop large scale systems, MITRE/CAASD analyzed and documented the current FDP MITRE/CAASD developed a set of architecture framework architecture encompassing major FDP systems across the products: domains of the NAS, assessed the impact of future concepts on • Operational Activity Models—used as the standard this architecture, and is taking steps to define a more cost- notation to model the hierarchy of actions and activities effective and efficient integrated Air Traffic Management system of NAS service providers in all phases of flight. for handling future air traffic demands. • System Functionality Descriptions—functional decomposition of current system functions, system Integrated NAS Infrastructure Goal. The figure below depicts context diagrams, and functional flow diagrams for the goal of data and function commonality across domains, internal and external data flows. including improved information exchange. In addition, a wide- • Operational Activity-to-System Function Correlation range of new capacity enhancing capabilities are being planned Matrices—describe how FDP functions in each of the that will rely on uniformly consistent and accurate flight current systems relate to one another in supporting the information, at a level that does not exist in today's NAS. It is vital operational mission within and across domains. that FDP capabilities evolve in a way that enables the FAA to continue delivering services effectively in the face of increasing and changing demand. This evolution must be coordinated with flight data initiatives within the NAS domains and around the world to ensure interoperability, both domestically and globally.

Defining Common FDP Capabilities for the Future. By using these architectural products to focus the analysis, common FDP capabilities were identified across systems. A comparative Assessing Today’s Architecture for Tomorrow’s analysis highlighted the potential areas of future commonality. Solutions. MITRE/CAASD captured current FDP operations in a Finally, a set of characteristics was identified for future common series of system threads that depict information and activity flows FDP capabilities which could serve all of the applications between automation systems and system users in all phases of embodied in the current systems while supporting the operational flight, from pre-flight through post-analysis. Additional threads mission. MITRE/CAASD is continuing this analysis with an were developed to reflect the impact on operations resulting from examination of systems planned for the future, incorporating their the FAA's vision for the future. The future threads can be used in capabilities in the FDP architecture definition, and evaluating two principal ways. First, analyzing how these functions serve the potential evolutionary steps. domains will help determine which FDP functions are common across multiple domains. Second, the threads can serve to For more information, contact: validate future architectural approaches for implementing specific Fran Hoover improvements in NAS operations. Information Management Specialist

+1.703.983.5912

he Federal Aviation Administration (FAA) faces the The enrouteTrainer is currently being evaluated at the challenge of training approximately 12,000 new FAA’s Indianapolis Air Route Traffic Control Center to Tenroute and terminal air traffic controllers over the provide Stage IV Radar Simulation training. The primary next decade to fill the void left by retiring controllers. In objective of this evaluation is to validate the enhanced addition, evolution of the Next Generation Air Transportation simulation capabilities and curriculum elements that should System (NextGen) will require training innovations to be integrated across the NAS for controller training. It is effectively transition to new Air Traffic Control (ATC) expected that these changes will shorten training time, capabilities and operational procedures. Currently, training reduce the cost to certify a controller, improve the quality and certifying a controller is a lengthy and subjective and consistency of training, and provide more flexibility to process that requires significant human resources. The make frequent automation and procedural advancements current system cannot effectively meet the near-term or the as the FAA moves toward NextGen. mid-to-far-term training needs. Results from the field trials indicate that the enrouteTrainer In 2004, The MITRE Corporation’s Center for Advanced provides improved training context and streamlined Aviation System Development (CAASD) conducted processes that better prepare trainees to control live traffic. research to determine advanced techniques for improving Specific qualitative and quantitative benefits are being controller training. CAASD examined the training assessed as groups of students complete their training. The innovations being implemented in military and European first group of students to use enrouteTrainer completed ATC systems. The results indicated that advanced their on-the-job-training in 25% less time than expected and simulation and training technology, as part of intelligent achieved Certified Professional Controller status seven training system (ITS) design, are critical to improving the months ahead of schedule. Based on these positive results, effectiveness, efficiency, and flexibility of controller training. CAASD is working with the FAA to transfer this technology An ITS will enable self-paced and accelerated training and to industry for broad application across the FAA's controller increased standardization, while reducing training costs. training program. This is a key enabler to support the evolution of the National Airspace System (NAS) toward NextGen. Many of the capabilities of the enrouteTrainer can be CAASD developed a leveraged for the FAA’s comprehensive plan that terminal environment. recommended advanced CAASD is working in training technology and partnership with the FAA’s process enhancements, many Miami Terminal Radar of which were included in the Approach Control training FAA’s March 2007 Workforce staff to develop an initial Management Plan. CAASD terminalTrainer prototype leveraged advancements in that demonstrates the use terminalTrainer aviation system design, new of interactive training Interactive Display prototype technologies, and Use of enrouteTrainer at techniques, performance measurement, and real-time field evaluation data to FAA Indianapolis ARTCC feedback to effectively deliver airspace and procedure develop a stand-alone enroute training simulation prototype, training via enhanced simulation. known as the MITRE enrouteTrainer. With its high-fidelity, scenario-based instruction, the enrouteTrainer provides As the FAA’s Federally Funded Research and Development students with a realistic environment, simulating the effect Center, CAASD will continue to explore new training of winds, aircraft climb/descent rates, and aberrant processes and technologies for enroute and terminal ATC conditions. The system’s speech recognition and synthesis training NextGen to help the FAA to keep up with the ATC capabilities simulate pilot/controller interaction, enabling hiring curve and the demand for new and advanced ATC self-paced training, reduced reliance on human resources, services. and increased standardization. The enrouteTrainer enables the instructor to pause and play back any trainee scenario For more information, contact: and it presents an assessment of a student’s performance Fran Hoover upon instructor request. Information Management Specialist +1.703.983.5912

The MITRE Corporation ● 7515 Colshire Drive ● McLean, VA 22102-7508 USA Center for Advanced Aviation System Development (CAASD) MITRE For More Information, visit: www.mitrecaasd.org © 2008 The MITRE Corporation. All rights reserved. MP080041 International Aviation Safety Assistance Program

ll nations are concerned for the safety of their CAA’s Aeronautical Telecommunications department, traveling citizens. This concern has manifested and the operator of all Argentina’s airports in A itself in increased oversight of civil aviation modernizing their safety oversight programs and Safety authorities (CAAs) by various foreign and international Management Systems (SMS). These projects included agencies. International programs, such as the assessments of the CAAs’ compliance with ICAO International Civil Aviation Organization’s (ICAO) Standards and Recommended Practices (SARPs); Universal Safety Oversight Audit Program, the including Annexes 1, 6, 8, 10, 11, 14, 15, and 17 for European Union Safety Assessment Foreign Aircraft aviation safety oversight and SMS program Program, and the U. S. Federal Aviation Administration development. Following the assessments, we (FAA) International Aviation Safety Assistance (IASA) developed action plans to address corrective actions; Program, are designed to evaluate the adequacy of assisted in preparing new aviation laws and regulations, CAA's safety oversight of its operators. Audits and safety inspector handbooks, and policy and procedures assessments carried out to date indicate many states manuals; provided surveillance scheduling; designed a are having difficulty fulfilling their safety oversight regulatory tracking system; and provided inspector obligations, which can have far-reaching economic and training. MITRE/CAASD was recognized by the ECAA political consequences for the country, the CAA, and Chairman and the Director of the Republic of China’s the airlines. Starting in 2004, ICAO will expand its Air Traffic Services Division for our significant role in safety oversight program to include Air Traffic Control preparing their organizations for FAA IASA and the (Annex 1, 11), Aerodromes (Annex 14), and Accident ICAO Safety Oversight Audits for Annexes 1, 6, 8, 11, Investigation (Annex 13). and 14. At the conclusion of their assessments, ICAO and the FAA reported that Egypt was in full compliance Aviation Safety Assistance with International Standards for safety oversight of its airlines. MITRE/CAASD also provided technical The MITRE Corporation’s Center for Advanced Aviation assistance to EgyptAir in developing safety and System Development (MITRE/CAASD) has provided certification programs, maintenance quality control support and consultation to international civil aviation programs, an operations control center, and authorities, airport authorities, and other aviation performance baseline programs. MITRE/CAASD offers organizations in the areas of safety oversight, safety its clients extensive experience in Safety Management management systems, systems engineering, aviation Systems development for the related ICAO SARPS. operations, and systems integration. MITRE/CAASD has developed and implemented three disciplines of aviation safety systems Flight Standards, As a federally funded research and development center Air Traffic Services and Airports. Safety management sponsored by the FAA, MITRE/CAASD is uniquely system specialists are subject matter experts with many qualified to help clients integrate operational needs with years of relevant discipline experience. Assessment technical capabilities. To this end, we are committed to results are proprietary and action plans mitigate bringing together a team of professionals to provide deficiencies. Specialists are ISO 9001:2000 certified as state-of-the-art solutions to real-world problems. Lead Internal Quality Auditors and members of the MITRE/CAASD is uniquely qualified to support a variety American Society of Quality. of aviation safety projects. For more information, contact: In recent safety projects, we supported the Egyptian Civil Aviation Authority (ECAA), the Hellenic Civil Fran Hoover Aviation Authority of Greece, the Republic of China’s Information Management Specialist Air Traffic Service’s department, the Republic of Korea +1.703.983.5912

he MITRE Aviation Institute (MAI) provides Addressing Critical Global Issues. Air traffic demand professional development opportunities to the is at an all-time high and increases every year. Tglobal aviation community. Synthesizing a broad Research centers, universities, airlines, civil aviation spectrum of aviation expertise, the MAI draws on authorities, and aircraft manufacturers are working to almost 50 years of worldwide corporate knowledge in improve the outlook for meeting this demand. The MAI aviation research and engineering to deliver a unique combines technology, operations knowledge, systems learning experience. The MAI helps to cultivate an engineering, and practical strategies to address the industry-wide collaborative culture via interactive challenges of Air Traffic Management in the 21st hands-on courses in key areas. MAI courses are Century. designed to help the global aviation community bring the best it has to bear on future challenges.

The MAI supports The MITRE Corporation’s Center for Advanced Aviation System Development (MITRE/CAASD). In partnership with government clients, MITRE is a not-for-profit corporation working in the public interest. It addresses issues of critical national importance, combining systems engineering and information technology to develop innovative solutions that make a difference. MITRE’s work is focused within three federally funded research and development centers (FFRDC). CAASD, the FAA’s designated FFRDC, serves the public interest by advancing the safety, security, effectiveness, and efficiency of aviation in the United States and around the world.

Applying Proven Disciplines. The MAI offers

instruction in several core disciplines: Building Partnerships that make a Difference. To • Communications, Navigation, and Surveillance/ complement MITRE’s systems engineering and aviation Air Traffic Management (CNS/ATM) expertise, the MAI is working with organizations that • Airspace Planning and Analysis foster aviation knowledge sharing: • Aviation Safety Management Systems (SMS) • Federal Aviation Administration Academy • Area Navigation/Required Navigation • Air Traffic Control Association Performance (RNAV/RNP) • American Association of Airport Executives • Aviation Safety and Security • Embry-Riddle Aeronautical University • Spectrum Management

• Unmanned Aircraft Systems For more information, contact: Instruction formats include: Fran Hoover • Executive Briefings Information Management Specialist • Short Courses +1.703.983.5912 • Seminars & Conferences • Workshops

he MITRE Corporation’s Center for Advanced Aviation System T Development (MITRE/CAASD) has developed an array of innovative diagnostic tools to help assess the performance of the National Airspace System (NAS) such as the Airport Specific Analysis Page (ASAP) and the All NAS Display.

ASAP is used to give an analyst a quick glance at the Airport Acceptance Rate (Arr_Rate), Official Airline Guide (OAG) scheduled arrivals and departures (OAG_Arr, OAG_Dep), Aviation System Performance Metrics (ASPM) actual arrivals and departures (Arr_Ct, Dep_Ct), Convective Weather (CW), Ground Delay Programs (GDP), Ground Stops (GS), airborne holding and diversions, all for a single day at a single airport. In addition, FAA Operations Network delay statistics are included in the area shaded in green. This example is for Atlanta (ATL) on July 19. 2007.

The All-NAS Display is an interactive tool to display overlaid information about Enhanced Traffic Management System (ETMS) flight tracks, convective weather, Traffic Flow Management Initiatives, as well as CAASD-derived metrics such as airborne holding and vectoring. It also allows the user to extensively customize the visualization.

For more information, contact: Fran Hoover Information Management Specialist +1.703.983.5912

The MITRE Corporation ● 7515 Colshire Drive ● McLean, VA 22102-7508 USA Center for Advanced Aviation System Development (CAASD) MITRE For More Information, visit: www.mitrecaasd.org © 2008 The MITRE Corporation. All rights reserved. MP04W0019R2 Performance-Based Air Traffic Management: Validation Activities Toward OEP/NextGen

viation is a critical part of the U.S. economy. using automated resolution assistance. The integration of Increases in air traffic volume and complexity, advanced automation with air/ground data A combined with projected budget constraints over communications would assist the controllers in the coming years, will create challenges for our nation’s accommodating pilot requests and providing more efficient Air Traffic Management (ATM) system. The safety, maneuvers when resolving predicted conflicts. capacity, and productivity of the National Airspace System (NAS) can be significantly improved through the The Performance-Based ATM concept provides for better Operational Evolution Partnership (OEP) that comprises management of uncertainty with capabilities that support an integration of enhanced ground and air automation enhanced decision-making and efficient execution of flight- technologies and procedures, enabling operational specific initiatives. The reduction in execution time, along demands on the NAS to be met in a safe and more with improved tools for defining and monitoring the efficient manner. initiatives, would allow for better traffic flow planning and provide the opportunity to implement initiatives In partnership with the Federal Aviation Administration incrementally and only when necessary. In this highly- (FAA), The MITRE Corporation’s Center for Advanced predictable operational environment, user preferences Aviation System would be better accommodated through collaborative ATM Development activities. The Performance-Based ATM portfolio of (MITRE/CAASD), has capabilities can provide vastly improved air traffic services developed an that promote increased safety, capacity, efficiency and operational concept operational productivity. as a subset of the OEP evolution to The FAA and CAASD are validating the Performance- NextGen, known as Based ATM concept through human-in-the-loop laboratory Performance-Based experiments. FAA En Route and Terminal Front Line ATM. This concept Managers from all around introduces the country have actively fundamental shifts in the use of automation capabilities participated in assessing across the NAS that increases operational productivity both the quantitative while still maintaining a human-centered operation. This benefits as well as the shift is based on a cross-domain set of capabilities, operational feasibility of procedures, and concepts that will revolutionize the way this concept. The FAA the FAA operates its air traffic system. The Performance- Vice Presidents from Based ATM validation activities focus on a set of across the Air Traffic operational changes that can be achieved in an Organization lines of evolutionary manner through OEP. business (including Terminal Services, En Route and Oceanic Services, System Operations, and Operations Under the Performance-Based ATM concept, many Planning) and the Joint Planning and Development Office routine air traffic control tasks will be automated. Terminal have been the primary sponsors for this research as they operations will leverage a network of highly precise plan for the future. RNAV/RNP routes. These routes would be The Performance-Based ATM research and validation designed to increase activities will continue to inform OEP activities for flexibility, efficiency, and transforming air traffic operations toward NextGen and capacity. The flight deck changing the controllers’ roles and responsibilities in order automation would enable to safely and efficiently meet the future demand on the aircraft to fly these routes NAS. and altitude profiles precisely while For more information, contact: exchanging flight status and intent information with the Fran Hoover ground system. In En Route operations, responsibility for Information Management Specialist problem prediction would migrate from controllers to +1.703.983.5912 ground automation, and controllers would solve problems

he Portable Aviation Visualization Environment built using high resolution geo-registered data sets to (PAVE) is a 3D rendering system used to create a state-of the-art software solution. This software Tvisualize multiple data sets in real-time. The package can be installed and run on a standard basic environment is a collection of digital terrain, aerial desktop computer, with the addition of a high-end 3D photography, and AutoCAD surveys, that are combined rendering card. to create a realistic 3D representation of an airport and its surroundings. This model is then used as a backdrop to present concepts such as:

• Airport, Runway, and Tower Sighting • Airport Surface Markings, Signage, and Lighting • Noise Contours • Procedure Paths and Waypoints • Geospatial and Temporal Sensor Data • Surveillance Coverage Areas, and Threat Analysis

This visualization capability is part of an overall service that The MITRE Corporation’s Center for Advanced Aviation System Development (MITRE/CAASD) provides to its customers to aid in the presentation and demonstration of new concepts. It is currently used as a portable capability to present airport surface markings, lighting designs, and Required Navigation Performance enabled approaches in the United States, just to name For more information, contact: a few. It has also been successfully used with noise Fran Hoover analysis and airport siting. The environment provides Information Management Specialist the ability to view procedure paths, data points, and/or +1.703.983.5912 airport layouts from multiple perspectives. These perspectives range from an aircraft cockpit, tower controller, and ground personnel to virtual views such as high-altitude or “tethered” viewpoints. This flexibility gives analysts, and ultimately our sponsors, the capability to make more informed decisions by examining problems from all sides. The system was developed by MITRE/CAASD specifically for the aviation industry, enabling project specific customization. In addition, the visual databases are

n response to FAA’s Flight Plan Objective 4 and Entrance Lights (RELs). RELs protect against NTSB safety recommendations, The MITRE incursions taxiway – runway intersections. They ICorporation’s Center for Advanced Aviation System illuminate red when the runway is occupied or predicted Development (MITRE/CAASD), in cooperation with the to be occupied. Federal Aviation Administration (FAA) and Massachusetts Institute of Technology (MIT) Lincoln Takeoff Hold Laboratories, is developing operations concepts and a Lights (THL). ground movement safety system designed to provide THLs illuminate direct warning to pilots on the flight deck that a runway when it would incursion threat exists. The system consists of six be unsafe to components, passive, low technology elements, and initiate a takeoff active, surveillance-driven elements, which in due to an occupied runway or predicted conflict at a combination provide pilots with enhanced situation runway intersection. awareness regarding runway proximity and both actual and predicted runway occupancy. Runway Intersection Surface Lights (RILs). Painted RILs function Markings and similarly to Modified RELs to provide Centerline runway status information to aircraft approaching a Lights: Low runway intersection during landing rollout, departures, Tech, High Safety, Enhanced Surface Painted or using runways for portions of a taxi route. Marking System. Enhanced surface painted markings provide runway awareness information to pilots by Final changing the appearance of the taxiway centerline Approach and within 150’ of the runway hold short line. Runway Occupancy Modified Signal Centerline (FAROS). Lights. The FAROS provides alerts to pilots on approach that a modified runway may still be occupied with sufficient time to centerline lights safely perform a go-around. The system may use lights provide runway or a combination of lights and aural messages to the awareness beyond the hold short position, by using cockpit. alternating amber and green centerline lights when beyond the runway hold line. For more information, contact: Runway Status Fran Hoover Lights: Active Information Management Specialist Warnings +1.703.983.5912 Directly to Pilots Runway

he current terminal area airspace design point to the terminal area can be assigned its own philosophy centers on defining point-to-point runway. Tarea navigation (RNAV) routes. For arriving aircraft, these routes extend the Standard Arrival The Roadmap for Performance Based Navigation has Routes (STARS) farther into the terminal area with the as an implementation strategy “in terminal areas with routes terminating on the downwind or at an initial merging RNAV arrival streams, implements flow approach fix—a benefit which takes advantage of the management through metering and tactical controller predictability and repeat ability of RNAV equipped tools that maximize the efficiency and throughput for aircraft flying the routes, resulting in a reduction of RNAV arrival operations.” The MITRE Corporation's needed controller vectoring of aircraft aidless required Center for Advanced Aviation System Development air-to-ground communications. This results in increased (MITRE/CAASD) has researched different tools to safety and efficiency in the terminal area. address this need.

The Relative Position Indicator (RPI) is a tool that can assist both the controller and the traffic management coordinator (TMC) in managing the flow of traffic through a terminal area merge point.

RPI places a symbol or marker on the controller’s or TMC’s display to indicate where the aircraft on the merging route is currently positioned. The tool takes into account all of the non-linear segments and turn arcs of both routes prior to the merge point.

With the use of RPI, the TMC can determine early in the coordination process whether the two flows of traffic can be merged without undue control actions. Similarly, These benefits will accrue only if aircraft stay on their controllers can also determine what early control RNAV routes and the control procedures are such that actions can be taken, such as speed control that will communications are minimized. keep the aircraft from being vectored off its route.

Several high demand airports have routes that merge in For more information, contact: the terminal area before joining the final approach. If Fran Hoover this doesn't occur, almost all high demand airports have Information Management Specialist routes that merge just prior to the final approach unless +1.703.983.5912 the airport has a unique geometry where each entry

hrough its Integrated Air Traffic Management (ATM) Enhanced Surface Markings. These are intended to laboratory capability, MITRE’s Center for Advanced improve T Aviation System Development (MITRE/CAASD) has awareness of the combined the newest information technology with runway systems engineering, modeling, and simulation to produce environment and results that are operationally viable. MITRE/CAASD is conspicuity of runway holding position markings. The dedicated to improving aviation system safety, security, Enhanced Surface Markings include extending the and performance and has created a cockpit simulation that Runway Holding Position Markings beyond the taxiway incorporates several runway safety technologies that have edge lines; changing the dashes on the Holding Position been fielded or are currently being researched. This Markings from yellow to white; painting a Surface Painted simulation provides users the ability to interact with these Holding Position Sign on each side of the taxiway systems and includes many runway safety technologies centerline; and painting Dashed Yellow Lines on both (including the Ground Marker Beacon System). sides of the taxiway centerline.

Final Approach Runway Occupancy Signal (FAROS). Surface Moving Map. The Airport Surface Situational When pilots are on final approach for landing, in certain Awareness (ASSA) application is intended to reduce the conditions such as haze or nighttime, it is difficult to likelihood of pilot disorientation distinguish an aircraft that is already on the runway and on the airport surface by pointing directly away from an arriving aircraft. The superimposing the pilot’s current Flashing Precision Approach Path Indicator (FPAPI) position upon a map of the system provides a visual indication of runway occupancy airport surface. The ASSA status directly to landing pilots. When the FPAPI lights application is flight deck-based begin flashing, the landing pilot is immediately alerted to and includes the depiction of the possibility of an occupied runway. ownship position, traffic position, and a surface moving map (including runways, taxiways, holding areas, ramps, hangars, and prominent airport structures, etc.) on a cockpit display. The surface moving map display can give

important information about nearby traffic, such as ground Runway Guard Lights (RGLs). RGLs are yellow flashing speed and current heading, to help the pilot anticipate lights that designate hold points prior to active runways. turns or deceleration of the traffic. They provide a distinctive Runway Status Lights (RWSLs). RWSLs are a lighting warning to system designed to reduce the anyone approaching the runway holding position that they risk of runway incursions by are about to enter an active runway. Below 1200 Runway warning the pilot when the Visual Range (RVR) – all taxiways, whether part of low potential for an incursion exists. visibility route or not will have RGLs. RWSLs provide this warning in

Taxiway Lead-on Lighting. The FAA is investigating a the form of red lights at the runway holding position marking modified lighting (Runway Entrance Lights configuration for (RELs)) and on the runway (Takeoff Hold Lights (THLs)). taxiway When the surveillance network driven RWSL system, centerline detects an aircraft in the process of taking off, and/or an runway lead-on aircraft crossing the runway, red lights RELs or on the lights. Under the current standard, the color pattern of THLs, illuminate. taxiway centerline runway lead-on lights is all green, while the pattern for runway lead-off lights is alternating green and yellow. Under the proposed change, the color pattern For more information, contact: for both lead-on and lead-off lights would be alternating Fran Hoover green and yellow. Information Management Specialist

+1.703.983.5912

anaging the scarce and valuable frequency radios and potential sources of interference to those resources of a nationwide air/ground (A/G) radios. The tool is highly flexible and has many M radio system is an immensely complex task. applications, including day-to-day frequency planning to High-altitude airborne radios are mutually visible at very meet new circuit requirements, spectrum planning for long ranges, increasing their exposure to co-channel facility relocations or airspace redesign, predicting the interference and hindering frequency reuse. Ground- effect of proposed radio design changes on spectrum- based A/G radios often share crowded sites where the limited system capacity, and long-range spectrum threat of co-site interference greatly reduces the supply planning for an architectural transition. of usable frequencies. The Simulation Database contains user-supplied As air traffic grows, the size and complexity of the A/G environmental data, lists of available frequencies, and radio system grows with it, and so does the magnitude frequency-assignment rules. of the spectrum manager’s task. Planned changes in The Assignment Engine. spectrumProspector’s the architecture of the worldwide very high frequency assignment engine automatically generates a frequency (VHF) A/G radio system will intensify these difficulties plan for the postulated environment in accordance with during the prolonged period of transition to the new the rules specified by the user. It has several user- architecture. Detailed, time-sequenced frequency plans selectable assignment strategies. The “gapfilling” must be developed to ensure a gradual, non-disruptive strategy is the simplest and keeps all preexisting transition in which interference-prevention rules will be circuits on their old frequencies while the engine seeks followed at every step. Automated support is essential violation-free assignments for one or more new circuits. for creating those transitional frequency plans. In cases where spectral congestion is severe, the more powerful “neighbor-repacking” strategy generates incremental frequency plans in which preexisting assignments are successively changed to create spectral room for new circuits. spectrumProspector’s “architecture-conversion” assignment strategy develops detailed incremental plans for converting part or all of the A/G radio system to a future architecture. Reports. spectrumProspector can generate a wide variety of map displays and reports. One key output is a For several years, The MITRE Corporation’s Center for time-sequenced listing of all the radio conversions Advanced Aviation System Development and/or retunings needed to carry out an incremental (MITRE/CAASD) has supported the Federal Aviation frequency plan. Administration (FAA) in planning the future evolution of the nationwide A/G radio system for air traffic services. A key component of that support has been CAASD’s For more information, contact: development and use of spectrumProspector, an Fran Hoover automated tool tailored to the needs of A/G radio Information Management Specialist spectrum management. +1.703.983.5912 spectrumProspector models the desired and undesired electromagnetic interactions of large populations of A/G

he MITRE Corporation's Center for Advanced The TARGETS Noise Screening Tool automates many Aviation System Development, under tasks involved in setting up noise analysis scenarios, Tsponsorship of the Federal Aviation which can be created from readily available radar data. Administration (FAA), has developed the Terminal Area All the files needed for a noise study are automatically Route Generation, Evaluation and Traffic Simulation created and are available for hand-off to noise modeling (TARGETS) Noise Screening Tool that integrates noise experts for additional analysis if needed. Similarly, impact screening directly into the design process for users can import INM studies directly into the noise procedures and airspace. By enabling procedure screening tool. designers to consider noise impacts early in the design process, the TARGETS Noise Screening Tool saves After the noise analysis is run, the tool automatically time and money. The tool uses the Integrated Noise loads results into the TARGETS view, overlaid onto Model (INM) noise computation engine, which is the video maps, flight track data, procedures and other FAA and international standard for assessing noise elements. impacts in the vicinity of airports.

Users of the TARGETS Noise Screening Tool have access to all of the standard features of TARGETS, including easy import and manipulation of flight track data, simple route and procedure creation tools, and terrain and image overlays. The user-friendly Noise Screening Wizard guides users in setting up baseline and alternative scenarios for noise analysis.

The tool provides clear comparisons between baseline and alternative cases and will display color-coded points and areas indicating changes in noise levels and their magnitude.

For more information, contact: Fran Hoover Information Management Specialist +1.703.983.5912

nmanned Aircraft Systems (UASs) have the To better understand the potential impact of UASs on potential to transform air transportation in the the current and future NAS, operational scenarios for U United States. The unique characteristics of the civil and commercial uses of UASs were developed, vehicles themselves (size, speed, endurance) will and potential impacts are being identified through enable entirely new users of the national airspace modeling, simulation and visualization. Ongoing system (NAS) to emerge. However, the research is addressing the issues surrounding the “see transformational nature of UASs extends beyond the and avoid” requirement for operation in the NAS. The unmanned vehicles themselves. potential role of the Traffic Alert and Collision Avoidance System (TCAS) and new technologies for small autonomous aircraft to reliably detect and avoid collisions are among the areas under investigation.

The technologies being developed to allow UASs to operate routinely in the NAS (collision avoidance systems, digital communication architectures, information sharing networks, alternative fuels, and autonomous controls) are likely to be adopted by manned systems. Thus UASs are likely to have a significant impact across all users of the future NAS. For more information, contact: Fran Hoover The MITRE Corporation's Center for Advanced Aviation Information Management Specialist System Development is conducting research and +1.703.983.5912 analysis on many of the important issues surrounding the integration of UASs into the NAS.

he User Request Evaluation Tool (URET) is a traffic conditions. Upgrades and refinements were system developed by The MITRE Corporation’s added to the system accordingly. This close interaction TCenter for Advanced Aviation System between the operational personnel in the field and Development (MITRE/CAASD). It provides decision- scientists and engineers at MITRE/CAASD is at the support capabilities for en route air traffic control, heart of the collaborative evolution that has made including aircraft trajectory modeling, aircraft and URET a successful program and a key component of airspace conflict detection, flight data management, and the National Airspace System. strategic planning capabilities. Under the Federal Aviation Administration’s Free Flight Program, URET Operational Benefits: URET capabilities provide many has been deployed to several Air Route Traffic Control operational advantages to both the controller and the Centers and will complete National deployment by airspace user. Overall, the system enables more 2006. efficient routes and altitudes to be flown because of the accurate trajectory and conflict information it provides. URET Capabilities: URET combines real-time flight Strategic problem identification also enhances safety plan and radar track data with site adaptation, aircraft and decreases uncertainty in the long-term effects of performance characteristics, and winds and flight plan amendments. Furthermore, URET enables temperatures aloft to construct four-dimensional flight the enroute controller to better handle anticipated profiles, or trajectories. For active flights, it also adapts growth in the volume and complexity of air traffic. itself to the observed behavior of the aircraft, dynamically adjusting predicted speeds and climb and Current Activities: MITRE/CAASD continues to build descent rates based on the performance of the flight as upon the core components of URET—its trajectory it is tracked through en route airspace. modeling and conflict probe functions—to develop the next set of decision-support capabilities at the sector: URET’s predicted trajectories are used to continuously problem resolution for aircraft and airspace problems, detect potential aircraft conflicts up to 20 minutes into assistance for executing traffic flow initiatives, and the future and to provide strategic notification to the support for handling traffic under severe weather appropriate sector. conditions. Lessons learned are incorporated into plans for longer-term research and evolution of air By contrast, earlier systems had a much shorter, or traffic management capabilities in the United States and tactical, "look-ahead" capability. Trajectories also other countries seeking to modernize their systems. provide the basis for the system’s trial planning capability, which allows the controller to check a For more information, contact: desired flight plan amendment for potential conflicts Fran Hoover before a clearance is issued. The controller can then Information Management Specialist construct the amendment from a trial plan with the click of a button. The controller interface to these detection +1.703.983.5912 and resolution capabilities supports flight data management and task prioritization using both text and graphic displays. Quick access to system functions and entry of flight plan amendments are accomplished using a point-and-click interface.

System Development Model: Since the first URET prototype system was installed at the Indianapolis Air Route Traffic Control Center in 1996, it has undergone substantial upgrades. System capabilities were developed using an evolutionary model. At each step, enhancements were introduced to teams of operational personnel and evaluated under simulated and live

he WakeViewer Data Visualization Tool, WakeViewer provides the researcher with further developed at The MITRE Corporation’s Center for information on wake behavior via additional plots (such TAdvanced Aviation System Development in as transport distances by age or crosswind, scroll- collaboration with The Volpe National Transportation through time series plots, and current vs. proposed Systems Center, is a data analysis and scenario separation standard comparison plots) as well as the presentation software application that plots and visually rigorous ability to filter data based on data attributes: queries wake turbulence data collected by the Federal Aviation Administration. By combining several plots of • Lateral transport minima/maxima measured pulsed lidar data with associated weather • Wake age and measured circulation and operating environment data, it enables a • Lidar scan azimuth multidimensional illustration of these factors and a • Aircraft weight class and approach path better understanding of wake turbulence behavior. This • Measurement quality attributes tool assists the user in developing and responding to research questions in identifying and analyzing outlier data.

As a communication tool: WakeViewer exports a As a data analysis tool: This software has the ability data file, which combines the filtering ability with the to filter the data, rich with geometric, aircraft and power of the PAVE (Portable Aviation Visualization operating environment parameters, as well as an Environment) virtual reality setting. This allows the innovative ability to visually filter based on geometric viewer to observe single or multiple wake tracks from selection. In its main interface, WakeViewer displays: innumerable perspectives such as from the cockpit of a

trailing aircraft or from a stationary position. • Positional scatter plots detailing lateral transport bounds, glide slope locations, and The WakeViewer application, designed in MATLAB®, is ground clutter profiles completely stand-alone with the installation of the • Detailed data statistics with respect to selected MATLAB® Component Runtime Software. The input filters (e.g. total wakes, fleet mix, associated data format requires a specific database format, but is weather, etc.) flexible to accept varying dimensions of data content. • Wake tracks within an isometric runway view for geometric context For more information, contact: • Lateral transport histogram with associated probabilities Fran Hoover • Crosswind histogram Information Management Specialist +1.703.983.5912

s the Federal Aviation Administration (FAA) point in space. This can be done in units of time or heads towards the Next Generation Air distance. The schedule is then adjusted as needed so A Transportation System (NGATS), aircraft will be that the predicted inter-aircraft spacing meets the assigned to Required Navigation Performance (RNP) desired spacing. Any aircraft that require a change in area navigation (RNAV) routes and have modern the local schedule will then receive RTAs that meet the avionics that include Flight Management Computers objective. The (FMCs) that are capable of executing Required Time of RTA clearances Arrival (RTA) instructions. The FMCs will also be able will be voiced by to downlink Estimated Time of Arrival (ETA) and 4D the controller to Intent information. the respective aircraft. The The FAA’s Roadmap for mid-term Performance-based Navigation concept does calls for enhanced reliability, not depend on repeatability, and predictability via data link but use of RNAV/RNP and for reduced could take workload and improved advantage of productivity. Aircraft flying the capability if RNP/RNAV routes have improved it were predictability and repeatability so available. Other that use of time domain aircraft are information such as ETA or RTA given timed- can be used to reduce the speed control commands (voiced by the controller) to controller’s workload and improve achieve the same effect of an RTA so that the concept overall productivity. For the mid- can work in a mixed-equipage environment. term, the Roadmap mandates “…procedures with 3D RNP and CAASD's research involves (a) use of time-domain time of arrival control” for RNAV control by ATC personnel, (b) the required accuracy of arrivals. Because of these the ETAs, including use of down-linked ETA information identified needs, The MITRE and/or ETAs calculated from surveillance data, (c) the Corporation's Center for Advanced robustness of the concept, i.e., under what conditions Aviation System Development (geometry, wind uncertainties, etc.) can the concept be (MITRE/CAASD) is conducting expected to provide benefit, and (d) the appropriate research via lab prototypes that computer human interface (CHI) for the controller. The leverage the avionic capabilities of concept is currently being examined for application in modern aircraft in a way that time domain control can the terminal area for merging and sequencing of aircraft be seamlessly integrated into the Air Traffic Control on RNP/RNAV arrival routes and approaches. (ATC) system. For more information, contact: The concept for using RTA involves new ground Fran Hoover automation that will receive or calculate ETAs for the Information Management Specialist aircraft of interest. An initial local schedule is developed +1.703.983.5912 and analyzed for the predicted separation at a given