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  9-11 remote control - down with murder inc by captain wardrobe

September 01, 2001

GPS augmentation systems, a GPS vulnerability study, system modernization, spectrum issues, and a pane] discussion on a temporary but serious failure of OPS satellite PRN 22 are among the items planned during the 38th meeting of the Civil GPS Service Interface Committee (CGSIC), September 9-11 in Salt Lake City, Utah. The meeting precedes the Institute of Navigation's annual GPS conference.
The CGSIC's International Information Subcommittee will meet on September 9, followed by the CGSIC general session on September 10, and the U.S. States and Localities and Timing subcommittees' sessions on September 11. The Sheraton City Centre, 150 West 500 South, will serve as the venue for all sessions.
Mike Shaw, a director in the Office of the Assistant Secretary of Transportation for Policy, has become the committee's chairman following the retirement of long-time Deputy Assistant Secretary of Transportation Joe Canny in July.
...http://64.233.187.104/search?q=cache:AcCO0pV5GvYJ:static.highbeam.com/g/gpsworld/september012001/cgsictomeetinsaltlakecitybriefarticle/+2001+%22Salt+Lake+City%22+September++gps&hl=en&client=firefox-a

http://tinyurl.com/cvsch

LAAS Program Office (AND-710)

Raytheon and Thales

Raytheon and Thales, once competitors for the LAAS contract, formed a joint integrated product team in June, to "take advantage of two strong technologies and produce a winning product," says a Raytheon official. Both companies, like Honeywell, have long been working on LAAS development.

Having won a U.S. military advanced requirement definition (ARD) contract in 1999, Raytheon has been working on a parallel program, developing the Joint Precision Approach and Landing System (JPALS). The company also produced a shipboard version of JPALS for test and evaluation, which it delivered to the Navy in early 2000, and a portable ground unit for the Air Force, delivered in 2001. The contract was completed in early 2002, says Katanik, "but we’ve just received a contract for additional testing." The U.S. military "is trying to remain in sync with the civil community," he adds. The military variant is comparable to the civil LAAS but also includes encryption and advanced anti-jam capabilities, says Katanik.

A FedEx Boeing 727 equipped with the Collins MMR flew fully automatic (with the LAAS signal coupled to the aircraft) landings using a Raytheon LAAS system installed at Salt Lake City airport and using a JPALS system at Holloman Air Force Base, N.M. Likewise, Boeing has landed a 737 using LAAS guidance from the Raytheon ground station. Raytheon also has led one of the FAA’s LAAS GIP teams since 1999 and is the FAA’s prime contractor on the WAAS program.
aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=0902&file=0902laas.htm

 The Aerospace Corporation is a private, nonprofit corporation created in 1960 under the laws of the state of California. The purposes of the corporation are exclusively scientific: to provide research, development, and advisory services. Aerospace operates a Federally Funded Research and Development Center (FFRDC) for the Department of Defense (DOD). The corporation’s primary customer is the Space and Missile Systems Center (SMC) of Air Force Materiel Command, although work is performed for other agencies, international organizations and governments in the national interest.

From its inception, Aerospace has focused on the government’s need to develop the best space-related hardware at the lowest prudent cost. Its involvement reduces the risk of launch failure and increases on-orbit satellite endurance. Participation in each program phase - from requirements definition to launch and eventual on-orbit operation - ensures mission success at reasonable cost. Most of the corporation’s work is hands-on engineering associated with the design, test, evaluation and initial operation of space systems.
The Aerospace Corporation
www.aero.org

SEPTEMBER 2001
9-11: Civil GPS Service Interface Committee (CGSIC)
Sheraton City Centre, Salt Lake City, Utah
Contact: Ms. Rebecca Casswell
USCG Navigation Center
Tel: 703-313-5930
Fax: 703-313-5805
e-mail: rcasswell@navcen.uscg.mil

The fifty-fifth meeting of Special Committee-159 (SC-159) was held on May 18 at the RTCA. The reports of select RTCA Working Groups follow.

Next Meeting: Aug. 27-30, 2001
Chairman: Larry Chesto, Consultant
Vice Chairman: George Ligler, PMEI
Secretary: Young Lee, MITRE
Program Director: Harold Moses, RTCA Inc
www.ion.org/newsletter/v11n1.html
Spring 2001

We learned that firsthand at Sikorsky that awful day in September 2001. Seven
military Black Hawks and the chase S-76 from our Stratford flight field swarmed
to the New York area in the uncertain, tumultuous hours after terrorist attack on
the World Trade Center 55 miles away.

Honeywell Aviation Services served as aviation coordinators for the drill.
hrough its ARINC antenna, that center could talk to aircraft at 2,500 ft. within a
few miles of Hartford to the north and as far south as Philadelphia, a distance of
about 150 miles.
Drill planners worked closely with FAA officials from the Eastern Region.
www.aia-aerospace.org/aianews/speeches/2004/sp_dcb_01_27_04.pdf

 airport status traffic inform

ation service   Major alteration and Permit to Fly
ifr chart

www.jast.mil).
slserver.arc.nasa.gov

slserver.arc.nasa.gov/library_docs/annual_reports/AR99.pdf
Aviation Systems Research, Technology, & Simulation Division

Executive Summary

This Annual Report addresses the major simulation accomplishments of the Aviation
Systems Research, Technology, and Simulation Division of the NASA Ames Research
Center. The simulation facilities, contained in two separate buildings at Ames and operated
by this division, consist of the Crew-Vehicle Systems Research Facility (CVSRF)
and the Vertical Motion Simulation (VMS) Complex. The CVSRF is comprised of a FAA
certified Level D Boeing 747-400 simulator, the Advanced Concepts Flight Simulator
(ACFS), and an Air Traffic Control (ATC) Laboratory. The VMS Complex is comprised of
the Vertical Motion Simulator (VMS), five Interchangeable Cockpits (ICABs), and two
fixed-base simulation labs. A brief description of these facilities is included in the Appendix.
From a management perspective, Fiscal Year 1999 was dominated by several important
events. First was NASA’s continuing efforts to move towards full-cost accounting.
This activity continues to lead SimLab to streamline and reduce facility operations costs.
Another event was the Center’s achievement of ISO 9001 Certification. SimLab, which
was independently certified in May 1998, began efforts towards joining the Center’s ISO
Certification in November of this year. A third significant event is a SimLab organizational
transition that is just beginning. In addition to changing the organization structure of
SimLab, the division will be renamed the Aviation Systems Division (AF). The final
anagement and operational change has been the transition to a new Performance
Based Contract. Logicon Information Systems & Services was awarded the contract last
year, began transition in December 1998, and assumed full service in January. This has
involved a significant learning effort by all of the SimLab staff as this new contract is taskorder based.

In addition to these activities, paramount to SimLab operations has been the continuing
commitment to uncompromising excellence in the development and production of
efficient, high-fidelity, safe, real-time piloted flight simulations. SimLab has also continued
to aggressively modernize in order to maintain reliability, our competitive edge, and our
responsiveness to users’ needs. The staff places very high value on customer relations
and has successfully provided highly responsive, cost-effective, value-added simulation support to all customers.
The purpose of this document is to briefly describe our accomplishments of the past
year. Its outline includes the Executive Summary, Simulation Schedule for FY99, Planned
Projects for FY00, VMS Project Summaries, CVSRF Project Summaries, and Technology
Upgrade Projects. The Project Summaries sections state the goal of each simulation and
present high-level results. Researchers and pilots from NASA and private industry are
dentified as well as simulation engineers from the staff. The Technology Upgrade
Projects section reports changes made in order to keep our simulation facilities state-ofthe-
art. Finally, a List of Acronyms is included for the reader’s convenience.

Notable accomplishments for FY99 include the following:

All simulation experiments conducted at Ames support significant research that is
responsive to the needs of the nation with a focus on applied aeronautics research.
Diversity, fidelity, and breadth of simulation distinguish the research projects conducted at
Ames, as can be seen by reviewing the Project Summaries sections of this report.
There were twenty-one major simulation experiments conducted in the flight simulation
laboratories in FY99.

Technology upgrade projects for the past year include:

Projects at the CVSRF automated the process of updating many records in the ACFS
navigational databases and upgraded the ACFS Flight Management System to support
advanced terminal approach procedures. A visual database was developed for envisioning
an aircraft's flight through the Martian atmosphere. Finally, extensive Year 2000
preparation included an upgrade to the B747-400 simulator software, evaluation of two
candidate systems for upgrading the ATC Laboratory, and modernization of networking
equipment, computers, and operating systems throughout the facility.

Crew-Vehicle Systems

Research Facility

The Crew-Vehicle Systems Research Facility, a unique national research resource, was designed for the
study of human factors in aviation safety. The facility analyzes performance characteristics of flight crews, formulates
principles and design criteria for future aviation environments,evaluates new and contemporary air traffic control procedures,
and develops new training and simulation techniques required by the continued technical evolution of flight systems.
Studies have shown that human error plays a part in 60 to 80 percent of all aviation accidents. The Crew-
Vehicle Systems Research Facility allows scientists to study how errors are made, as well as the effects of
automation, advanced instrumentation, and other factors, such as fatigue, on human performance in aircraft.
The facility includes two flight simulators —an FAA certified Level D Boeing 747-400 and an Advanced Concepts
Flight Simulator as well as a simulated Air Traffic Control System. Both flight simulators are capable of full-mission simulation.

CTAS/FMS Data Link

This Vertical Situation Display is one tool being evaluated that is intended to safely maximize airport capacity.

Everett Palmer, Terry Rager, NASA ARC; Barry Crane, Thomas Prevot, SJSU;
Don Bryant, Ramesh Panda, Fritz Renema, Rod Ketchum, ManTech

Summary

This study evaluated a new concept for the integration of the Center TRACON Automation
System with the Flight Management System for operations in terminal airspace. It was conducted in
the Advanced Concepts Flight Simulator to improve efficiency and maximize airport capacity without
compromising safety.

Introduction

Arrival and approach traffic flow management to airports is still accomplished via analog communications
and tactical vectoring, a method that needs to be upgraded. The Flight Management System (FMS)
installed in most of the current transport aircraft is already capable of computing and flying optimal
trajectories from the origin airport to the destination airport. However, the FMS is seldom used in the
arrival phase due to route change programming steps involved in terminal-area Air Traffic Control (ATC) vectoring.
The Center TRACON Automation System (CTAS) is a set of automation tools developed at Ames to aid
the controller with aircraft sequencing, separation, flow control, and scheduling. Final Approach Spacing
Tool (FAST) is one of the components of CTAS used for managing traffic in the TRACON airspace. A
variant of FAST is currently being field tested in the Dallas/Fort Worth Metroplex. FAST can provide
landing sequences, runway assignments, and speed and heading advisories to help the aircraft meet
computed trajectories. The present study utilized an advanced version of FAST with Data Link capabilities
to uplink a desired route directly to the FMS.

Simulation

The main objective of this study was to evaluate the human-factors benefits in terms of crew performance,
workload, and flight-deck communication; the interface; and the procedures involved in the CTAS and FMS integrated operations.
The experiment configuration consisted of the Advanced Concepts Flight Simulator (ACFS), CTAS,
and Pseudo Aircraft Simulation (PAS) stations, which supplied simulated traffic. The ACFS included an
FMS enhanced with customized FMS approach procedures and Data Link for clearance loading
capabilities. A Data Link display for pilot viewing of uplinked ATC message text was integrated into the
upper Engine Indication and Crew Alert System display. Special Data Link buttons were also provided
on the glare shield for message response inputs. A Vertical Situation Display (VSD) integrated into
the Navigation Display helped evaluate a related research concept. The VSD graphically displayed the
planned vertical profile including various speed and altitude constraints in the active trajectory. For pilot
preview, a modified clearance could be overlaid in a different color highlighting the new profile against the
active profile. The VSD may enhance situational awareness as many FMS automation related problems
are associated with vertical flight-path management.

Results

The full-mission simulation study in the ACFS was set in the Dallas/Fort Worth terminal airspace. A total
of twelve crews participated from major commercial air carriers with Type ratings on the Boeing 757/767,
737-500 and 777. Seven descent scenarios were flown combining current day, FMS, and CTAS/FMS
procedures. This study validated the viability of FMS and CTAS/FMS descent procedures. A follow-on
experiment is planned to validate use of these procedures in higher pilot workload conditions.

Investigative Team

NASA Ames Research Center San Jose State University

Propulsion Controlled Aircraft Ultralite

John Bull, Caelum Research Corp.; Frank W. Burcham, NASA Dryden; Edward Kudzia, Foothill

DeAnza College; John Kaneshige, NASA ARC; Diane Carpenter, Jerry Jones, ManTech

The Propulsion Controlled Aircraft Ultralite concept, diagrammed here, could lead to a low-cost,
 emergency backup to an airplane’s primary flight control system.

Summary

The B747-400 simulator was used to examine a low-cost, fly-by-throttle control system as a backup
for use in the event of an emergency or a malfunction of an airplane’s primary flight control system.

Introduction

In the last 25 years, at least 10 aircraft have experienced major flight-control system failures
where the crew had to resort to engine thrust for emergency flight control. In most cases, these
attempts resulted in crashes. In 1989, the National Transportation Safety Board recommended"research
and development of backup flight control systems for newly certified wide-body airplanes that utilize an
alternate source of motive power separate from that source used for the conventional control system."
The NASA Dryden Flight Research Center has developed a Propulsion Controlled Aircraft (PCA)
system in which computer-controlled engine thrust is used to provide emergency flight-control capability.
Aircraft not equipped with full-authority digital engine control require implementations of PCA technology
that can be installed on existing systems. Piloted transport aircraft simulation studies at
Ames have examined a PCA Ultralite concept, in which thrust control is
provided through a combination of the autothrottle system and manual pilot control with the aid of flight director guidance.

Simulation

This study evaluated the PCA Ultralite concept, which consists of automatic PCA commands for symmetric
engine thrust to control pitch and manual pilot commands for asymmetric engine thrust to control roll.
The real-time software modulecreated for previous B747 PCA experiments was modified for use with this
study. The module consists of a set of control laws simulating a closed-loop control system designed to maintain
adequate controllability and maneuverability of the aircraft in flight using only thrust modulation with the normal flight control
system inoperative. The software module was modified to add a calculation for flight director commands that drive the
flight directors displayed on the Primary Flight Display whenever the PCA system was engaged.
Two different modes of roll flight director operation were implemented. The first mode was a bank flight
director that used the PCA bank command to drive the roll flight director. The second mode was a
throttle flight director that used the error between the throttle servo command and the throttle position to
drive the roll flight director. Data was gathered using the IBM Data Gathering System.

Results

With the addition of PCA Ultralite providing automatic pitch control, pilots commented that single
tasking the pilot makes this acceptable (or at least tolerable)" and that"without pitch being handled
automatically (a misaligned approach) would be unsalvageable." While the PCA flight director provided
quicker feedback, allowing for significantly smaller throttle corrections, achieving a stabilized
approach still varied among evaluation pilots.

Investigative Team

Caelum Research Corporation
NASA Ames Research Center
NASA Dryden Research Center

Summary

The objective of this study on the B747-400 simulator was to evaluate flight crew and Air Traffic
Control interaction when an advanced Cockpit Display of Traffic Information was used by the flight crew.

Introduction

This study was conducted by the Human Information Processing Research Branch at Ames. It was a
follow-on investigation to the Free-Flight Demonstration conducted in the spring of 1997. The Cockpit
Display of Traffic Information (CDTI) system used Global Positioning System (GPS) data link position
reporting with display of all traffic, conflict detection (Kuchar’s logic), conflict resolution tools (Route
Assessment Tool, or RAT), and flight plan information for all participating aircraft.
The aircraft navigation display and RAT developed for this study were directed towards free flight,
concentrating on the en-route segment and collision avoidance. For the concept of free flight to work
efficiently, intent information (future position) is required. Flight plans provide the required intent
information; thus, flight plans are tightly coupled with  this work. The CDTI display, the Advanced Route
Assessment and Planning Tool (ARAT) and the Predictor control were designed for this study so that
the flight crew can visually define an alternate enroute flight plan that is free of the probability of
collision with other traffic.

Simulation

The CVSRF staff created several new software modules and modified many existing modules on the
B747 host computer. The research staff provided two

Cockpit Display of Traffic Information

Vernol Battiste, Walter Johnson, NASA ARC; Jerry Jones, Rod Ketchum, George Mitchell,
Diane Carpenter, Ghislain Saillant, Ian MacLure, ManTech
computers, configured with the CDTI-display software, that were used as the primary hub of information
exchange. These computers communicated with the B747 simulator and the Pseudo Aircraft System
(PAS) via TCP/IP. When the MAP navigation display mode was selected by a pilot in the cockpit, CDTI
displays switched into view. The ARAT and Predictor Control Panels then interfaced with the CDTI display.
PAS generated traffic for each scenario. Software modifications were made on the B747 host computer
to accommodate the transfer of information between the CDTI computers and the B747 Flight Management
Computer and CDTI control panels.

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