Yixiang Lim

4 Dimensional trajectory functionalities for air traffic management systems

The research presented in this paper focuses on the conceptual design of an innovative Air Traffic Management (ATM) system featuring automated 4-Dimensional Trajectory (4DT) Planning, Negotiation and Validation (4-PNV) functionalities to enable Intent Based Operations (IBO). In order to meet the demanding requirements set by national and international organisations for the efficiency and environmental sustainability of air transport operations, a multi-objective 4DT optimization algorithm is introduced that represents the core element of the 4DT planning functionality. The 4-PNV system interacts with airborne avionics also developed for 4DT-IBO such as the Next Generation Flight Management System (NG-FMS) on-board manned aircraft and Next Generation Mission Management System (NG-MMS) for Remotely Piloted Aircraft Systems (RPAS). In this article we focus on the 4-PNV algorithms, and specifically on the multi-objective 4DT optimization algorithm for strategic and tactical online operations. Simulation case studies are carried out to test the key system performance metrics such as 4DT computational time in online tactical Terminal Manoeuvring Area (TMA) operations.

Cognitive pilot-aircraft interface for single-pilot operations

Abstract Considering the foreseen expansion of the air transportation system within the next two decades and the opportunities offered by higher levels of automation, Single-Pilot Operations (SPO) are regarded as viable alternatives to conventional two-pilot operations for commercial transport aircraft. In comparison with current operations, SPO require higher cognitive efforts, which potentially result in increased human error rates. This article proposes a novel Cognitive Pilot-Aircraft Interface (CPAI) concept, which introduces adaptive knowledge-based system functionalities to assist single pilots in the accomplishment of mission-essential and safety-critical tasks in modern commercial transport aircraft. The proposed CPAI system implementation is based on real-time detection of the pilot’s physiological and cognitive states, allowing the avoidance of pilot errors and supporting enhanced synergies between the human and the avionics systems. These synergies yield significant improvements in the overall performance and safety levels. A CPAI working process consisting of sensing, estimation and reconfiguration steps is developed to support the assessment of physiological and external conditions, a dynamic allocation of tasks and adaptive alerting. Suitable mathematical models are introduced to estimate the mental demand associated to each piloting task and to assess the pilot cognitive states. Suitably implemented decision logics allow a continuous and optimal adjustment of the automation levels as a function of the estimated cognitive states. Representative numerical simulation test cases provide a preliminary validation of the CPAI concept. In particular, the continuous adaptation of the flight decks automation successfully maintains the pilots task load within an optimal range, mitigating the onset of hazardous fatigue levels. It is anticipated that by including suitably designed Psychophysiological-Based Integrity Augmentation (PBIA) functionalities the CPAI system will allow to fulfil the evolving aircraft certification requirements and hence support the implementation of SPO in commercial transport aircraft.

Modelling and evaluation of aircraft contrails for 4-Dimensional Trajectory Optimisation

Contrails and aircraft-induced cirrus clouds are reputed being the largest components of aviation-induced global warming, even greater than carbon dioxide (CO2) exhaust emissions by aircraft. This article presents a contrail model algorithm specifically developed to be integrated within a multi-objective flight trajectory optimization software framework. The purpose of the algorithm is to supply to the optimizer a measure of the estimated radiative forcing from the contrails generated by the aircraft while flying a specific trajectory. In order to determine the precise measure, a comprehensive model is employed exploiting the Schmidt-Appleman criterion and ice-supersaturation regions. Additional parameters such as the solar zenith angle, contrail lifetime and spread are also considered. The optimization of flight trajectories encompassing such contrail model allows for selective avoidance of the positive radiative forcing conditions, such as only avoiding persistent contrails, or contrails which lead to negative radiative forcing. The model assesses the radiative forcing associated with 4-Dimensional (4D) trajectories in a 4D weather field, encompassing both the local time-of-day and the contrail lifetime. Some preliminary algorithm validation activities are presented, including a simulation case study involving a medium-range domestic flight of a turbofan aircraft from Melbourne to Brisbane.

Cognitive Human-Machine Interfaces and Interactions for Unmanned Aircraft

This paper presents the concept of Cognitive Human-Machine Interfaces and Interactions (CHMI2) for Unmanned Aircraft System (UAS) Ground Control Stations (GCS). CHMI2 represents a new approach to aviation human factors engineering that introduces adaptive functionalities in the design of operators’ command, control and display functions. A CHMI2 system assesses human cognitive states based on measurement of key psycho-physiological observables. The cognitive states are used to predict and enhance operator performance in the accomplishment of aviation tasks, with the objective of improving the efficiency and effectiveness of the overall human-machine teaming. The CHMI2 system presented in this paper employs a four-layer architecture comprising sensing, extraction, classification and adaptation functionalities. An overview of each layer is provided along with the layer’s metrics, algorithms and functions. Two relevant case studies are presented to illustrate the interactions between the different layers, and the conceptual design of the associated display formats is described. The results indicate that specific eye tracking variables provide discrimination between different modes of control. Furthermore, results indicate that the higher levels of automation supported by the CHMI2 are beneficial in Separation Assurance and Collision Avoidance (SA&CA) scenarios involving low-detectability obstacles and stringent time constraints to implement recovery manoeuvres. These preliminary results highlight that the introduction of CHMI2 functionalities in future UAS can significantly reduce reaction time and enhance operational effectiveness of unmanned aircraft response to collision and loss of separation events, as well as improve the overall safety and efficiency of operations.

Commercial airline single-pilot operations: System design and pathways to certification

Global air transport demand is increasing steadily, with the global revenue passenger kilometers (RPK) growing at an annual rate of 4% [1] and the number of passengers rising at an average annual rate of 10.6% [2]. By the end of 2016, it is estimated that 1,420 large commercial airliners will be produced, 40.5% more than was produced five years ago [2]. A consequence of this growth is an exacerbation of the existing global shortage of qualified pilots. Airlines have to hire more than 500,000 new commercial pilots until 2034 in order to meet this unprecedented air transport demand [3]. Additionally, the high costs associated with training and remuneration of pilots has been a substantial economic burden on air carriers, prompting active research into the concept of single-pilot operations (SPO) as an option for the future evolution of commercial airliners. SPO cockpits have already been developed for military fighters as well as general aviation (GA) aircraft, with small business jets like the Cessna Citation I obtaining approval for SPO as early as 1977 [4], however, the last decade has seen considerable interest in the implementation of SPO in commercial aviation. NASA has been conducting SPO-related studies since the mid-2000s [5], [6], while some recent research in Europe has focused on the technical [7] and operational [8] challenges of SPO. In the SPO concept of operations (Figure 1), a single pilot operates the flight deck with increased ground support from a dedicated ground human flight crew. The ground operators (GO) fulfil a role similar to that of a remotely piloted aircraft system (RPAS) operator, providing a combination of strategic and tactical support to the single pilot in collaboration with the air traffic controllers (ATCo).

A novel simulation environment for cognitive human factors engineering research

The simulation environment used in cognitive Human Factors Engineering (HFE) research at RMIT University HFE-Lab is presented in this article. The simulation environment consists of Air Traffic Management (ATM) workstations including Unmanned Aircraft System (UAS) Traffic Management (UTM) features as well as pilot/remote pilot stations, including an immersive research flight simulator. Additional modules are used in cognitive HFE research for collecting and processing psycho-physiological data, and for scenario management. An overview of the simulation environment, including the network, modules and tools is presented. An experimental case study involving eye tracking and cardiorespiratory measures is presented to demonstrate the capabilities of the HFE-Lab as a research tool for cognitive ergonomics and HFE research.

4 Dimensional trajectory functionalities for air traffic management systems: Novel flight management system for improved safety and sustainability in the CNS+A context

Avionic system developers are faced with the challenge of researching and introducing innovative technologies that satisfy the requirements arising from the rapid expansion of global air transport while addressing the growing concerns for environmental sustainability of the aviation sector. As a consequence, novel systems are being developed in the Communication, Navigation and Surveillance/Air Traffic Management (CNS/ATM) and Avionics (CNS+A) context. The introduction of dedicated software modules in Next Generation Flight Management Systems (NG-FMS), which are the primary providers of automated navigation and guidance services in manned aircraft and Remotely-Piloted Aircraft Systems (RPAS), has the potential to enable the significant advances brought in by time based operations. In this paper, key elements of the NG-FMS architecture are presented that allow the incorporation of 4-Dimensional Trajectory (4DT) planning and optimisation with inclusion of CNS integrity monitoring and augmentation functions in the overall design. The NG-FMS is designed to be fully interoperable with a future ground based 4DT Planning, Negotiation and Validation (4-PNV) system, enabling automated Trajectory/Intent-Based Operations (TBO/IBO). The mathematical models for 4DT planning are presented and the CNS integrity performance criteria are identified for various mission- and safety-critical tasks. Evaluation of the proposed concepts and methodologies is performed through dedicated simulation test case. The results demonstrate the functional capability of the NG-FMS to generate cost-effective trajectory profiles satisfying operational as well as environmental constraints.

Modelling and Evaluation of Persistent Contrail Formation Regions for Offline and Online Strategic Flight Trajectory Planning

This chapter presents a contrail mapping algorithm developed for integration into a Multi-objective Trajectory Optimisation (MOTO) software framework, targeting the mitigation of environmental impacts associated with aviation-induced cloudiness. The presented linear contrail mapping algorithm exploits analytical and empirical models to determine the formation, persistence and radiative properties of contrails along a defined flight trajectory . In order to determine the contrail formation and persistence, the algorithm takes into account aircraft characteristics as well as relative humidity, temperature, pressure as well as the speed and shear of winds aloft, derived from suitable weather forecast data inputs. The linear contrail mapping algorithm generates an accurate mapping of the contrail persistence and associated Radiative Forcing (RF) along a flight trajectory based on inputs of weather data and aircraft state. A 3D contrail mapping algorithm is developed by executing the linear contrail mapping algorithm along an arbitrary number of virtual sounding trajectories. These virtual trajectories are constructed radially around a centre position, at individual flight levels. Multiple 3D mappings are exploited to characterise time variations, ultimately leading to a 4-dimensional (4D) mapping in space and time of contrail formation, persistence and RF properties. These 4D contrail mappings can be exploited in a MOTO software framework to assess and minimise the environmental impacts associated with contrails.