曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

Similarly, the action that is taken based on the identified flight segment varies from application to application. For general pilot advising, the identified flight segment provides the basis for an expert system that generates warnings, cautions, and advisories on the pilot display. On NASA’s Small Airport Transportation System program, Blue Rock Research used the inferred flight segment to automate a synthetic vision Highway In The Sky (HITS) display. Once the software “knew” what the pilot should be doing, it commanded the HITS to guide the pilot in performing that procedure. In the homeland security application, knowing that the pilot’s actions do not match what the pilot should be doing could generate an alarm to security officials on the ground.
Regardless of the application, the flight segment identification problem is the same. Given the aircraft and environment variables that are available to the avionics, “What is the pilot currently doing?” and “What should the pilot be doing?” We answer these questions by classifying the current operating mode into discrete sets. Years of research at Texas A&M University has shown that being able to robustly answer these questions in real time is the linchpin for successfully engineering pilot advising software.
C. Example Application
Texas A&M University and Blue Rock Research recently partnered with the North Carolina and Upper Great Plains (NC&UGP) SATSLAB to modify, augment, and apply the ASTRA-developed technologies to the High Volume Operations (HVO) development and demonstration. The HVO concept is a good example of the kinds of new procedures that can be implemented in the NAS. The new procedures improve efficiency, relying largely on onboard automation like ASTRA.
As described in the introduction of this paper, the HVO concept was designed to increase the throughput of community airports, removing one of the technology barriers to on-demand air taxi services. The goal is to “enable simultaneous operations by multiple aircraft in non-radar airspace at and around small non-towered airports in near all-weather.”7 Researchers would like to accomplish this goal without duplicating the ground infrastructure that exists at today’s larger airports. The HVO solution includes the following elements:
-Self-Controlled Area (SCA)
The flight operations area defined around a community airport, in which HVO flight rules can apply.
-Airport Management Module (AMM)
Ground-based software installed at HVO airports, which assigns entry type (either vertical or horizontal) and the landing sequence for the approach aircraft.
-Conflict Detection and Alerting (CD&A)
An onboard separation assurance system which alerts the pilot when aircraft are projected to fly unacceptably close to each other; likely to be integrated into a cockpit display of traffic information.
-Pilot Advising (PA)
Onboard software which provides information (generally in the form of textual, graphical, or auditory cues) that is helpful to the pilot performing HVO procedures.
Figure 4 is a diagram of a typical SCA. It consists of two initial approach fixes (IAF), each with two holding altitudes, an intermediate fix (IF), and the final approach fix (FAF). The NASA-defined HVO procedures define the steps that a pilot goes through to transition from outside the SCA, to one of the IAFs, and finally onto approach to the runway. If a missed approach is executed, the pilot flies to the AMM-assigned Missed Approach Holding Fix (MAHF), which is one of the two IAFs. Examples of the HVO procedures include using an onboard system and datalink to request entry from the AMM, holding at a higher altitude if another aircraft is holding at the lower altitude of the assigned IAF, monitoring the lead aircraft to know when one can initiate an approach, etc.
The authors developed the state diagram in Fig. 5 which includes fourteen flight segments describing the various stages of HVO operations. The altitudes (3,000 and 2,000 feet) are merely representative altitudes. The conditions for transitioning from one stage to the next are not shown in the diagram but are detailed in Refs. 7 and 8. While not a formal requirement in the NASA specifications, it is reasonable to organize the HVO PA logic around this diagram. Our PA system could then cue the pilot that it is now time to descend from 3,000 feet to 2,000 feet. Or, when the PA detects that the pilot is performing a missed approach, it could highlight the AMM-assigned MAHF on the moving map. Therefore, our PA software must have a model of what the pilot should be doing next (e.g., descending from 3,000 feet to 2,000 feet) and what the pilot is actually doing now (e.g., executing a missed approach). Flight segment identification is the real-time process of evaluating models for flight procedures and pilot actions.
　
中國(guó)航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Flight Segment Identification as a Basis for Pilot Advisory(4)