Adaptive Airborne Separation to Enable UAM Autonomy in Mixed Airspace

The excitement and promise generated by Urban Air Mobility (UAM) concepts have inspired both new entrants and large aerospace companies throughout the world to invest hundreds of millions in research and development of air vehicles, both piloted and unpiloted, to fulfill these dreams. The management and separation of all these new aircraft have received much less attention, however, and even though NASAs lead is advancing some promising concepts for Unmanned Aircraft Systems (UAS) Traffic Management (UTM), most operations today are limited to line of sight with the vehicle, airspace reservation and geofencing of individual flights. Various schemes have been proposed to control this new traffic, some modeled after conventional air traffic control and some proposing fully automatic management, either from a ground-based entity or carried out on board among the vehicles themselves. Previous work has examined vehicle-based traffic management in the very low altitude airspace within a metroplex called UTM airspace in which piloted traffic is rare. A management scheme was proposed in that work that takes advantage of the homogeneous nature of the traffic operating in UTM airspace. This paper expands that concept to include a traffic management plan usable at all altitudes desired for electric Vertical Takeoff and Landing urban and short-distance, inter-city transportation. The interactions with piloted aircraft operating under both visual and instrument flight rules are analyzed, and the role of Air Traffic Control services in the postulated mixed traffic environment is covered. Separation values that adapt to each type of traffic encounter are proposed, and the relationship between required airborne surveillance range and closure speed is given. Finally, realistic scenarios are presented illustrating how this concept can reliably handle the density and traffic mix that fully implemented and successful UAM operations would entail

On the feasibility of iron or chromium substitution for aluminium in the Al13-Keggin ion

Al-27 NMR measurements in the liquid and the solid state supplemented with chemical analysis of the mixed salts; unambiguously reveal that neither tetrahedral nor octahedral aluminium can be substituted by either iron or chromium in Al-13-Keggin ion salts prepared by conventional methods

On the Sum of Fisher-Snedecor F Variates and its Application to Maximal-Ratio Combining

Capitalizing on the recently proposed Fisher-Snedecor F composite fading model, in this letter, we investigate the sum of independent but not identically distributed (i.n.i.d.) Fisher-Snedecor F variates. First, a novel closed-form expression is derived for the moment generating function of the instantaneous signal-to-noise ratio. Based on this, the corresponding probability density function and cumulative distribution function of the sum of i.n.i.d. Fisher- Snedecor F variates are derived, which are subsequently employed in the analysis of multiple branch maximal-ratio combining (MRC). Specifically, we investigate the impact of multipath and shadowed fading on the outage probability and outage capacity of MRC based receivers. In addition, we derive exact closed-form expressions for the average bit error rate of coherent binary modulation schemes followed by an asymptotic analysis which provides further insights into the effect of the system parameters on the overall performance. Importantly, it is shown that the effect of multipath fading on the system performance is more pronounced than that of shadowing.Comment: 5 pages, 3 figure

Airborne Trajectory Management (ABTM): A Blueprint for Greater Autonomy in Air Traffic Management

The aviation users of the National Airspace System (NAS) - the airlines, General Aviation (GA), the military and, most recently, operators of Unmanned Aircraft Systems (UAS) - are constrained in their operations by the design of the current paradigm for air traffic control (ATC). Some of these constraints include ATC preferred routes, departure fix restrictions and airspace ground delay programs. As a result, most flights cannot operate on their most efficient business trajectories and a great many flights are delayed even getting into the air, which imposes a significant challenge to maintaining efficient flight and network operations. Rather than accepting ever more sophisticated scheduling solutions to accommodate the existing constraints in the airspace, a series of increasingly capable airborne technologies, integrated with planned improvements in the ground system through the Federal Aviation Administration (FAA) Next Generation Air Traffic Management System (NextGen) programs, could produce much greater operational flexibility for flight path optimization by the aviation system users. These capabilities, described in research coming out of NASA's Aeronautics Research Mission Directorate, can maintain or improve operational safety while taking advantage of air and ground NextGen technologies in novel ways. The underlying premise is that the nation's physical airspace is still abundant and underused, and that the delays and inefficient flight operations resulting from artificial structure in airspace use and procedural constraints on those operations may not be necessary for safe and efficient flight. This article is not an indictment of today's NAS or the people who run it. Indeed, it is an exceptional achievement that Air Traffic Management (ATM) - the complex human/machine conglomeration of communications, navigation and surveillance equipment and the rules and procedures for controlling traffic in the airspace - has both the capacity and enables the degree of efficiency in air travel that it does. But it is also true that sixty years of the "radar religion" (i.e., reliance on radar-based command and control) has produced several generations of ATM system operators and researchers who believe that introducing automation within the existing functional structure of ATM is the only way to "modernize" the system. Even NextGen, which began as a proposal for "transformational" change in the way ATC is performed, has morphed over the last decade and a half to become just the inclusion of Global Positioning System (GPS) for navigation, Automatic Dependent Surveillance Broadcast (ADS-B) for surveillance, and Data Communications (Data Comm) for communications, while still operating in rigidly structured airspace with human controllers being responsible for separation and traffic flow management (TFM) within defined sectors of airspace, using the same horizontal separation standards that have been in use since raw primary radar was introduced in the 1950s. No system as massive as the current NAS ATM can be replaced with a better system while simultaneously meeting the transportation and other aviation needs of the nation. A new generation of more flexible operations must emerge and yet coexist in harmony with the current operation (i.e., share the same airspace without segregation), thereby enabling a long-term transformation to take place in the way increasing numbers of flights are handled. Market forces will be the ultimate driver of this transformation, and investment realities mandate that real benefits must accrue to the first operators to adopt these new capabilities. In fact, the kinds of missions envisioned in the emerging world of UAS operations, unachievable under conventional ATM, demand that this transformation take place. Airborne Trajectory Management (ABTM) is proposed as a series of transformational steps leading to vastly increased flexibility in flight operations and capacity in the airspace to accommodate many varied airspace uses while improving safety. As will be described, ABTM enables the gradual emergence of a new paradigm for user-based trajectory management in ATM that brings tangible benefits to equipped operators at every step while leveraging the air and ground investments of NextGen. There are five steps in this ABTM transformation.1 NASA has extensively studied the first and last of these steps, and a roadmap of increasing capabilities and benefits is proposed for bridging between these operational concepts

B2 1144+35: A Giant Low Power Radio Galaxy with Superluminal Motion

We report on centimeter VLA and VLBI observations of the giant, low power radio galaxy 1144+35. These observations are sensitive to structures on scales from less than 1 parsec to greater than 1 megaparsec. Diffuse steep spectrum lobes on the megaparsec scale are consistent with an age of $\sim$ 10$^8$ years. On the parsec scale, a complex jet component is seen to move away from the center of activity with an apparent velocity 2.7 h$^{-1}_{50}$ c. It shows a central spine -- shear layer morphology. A faint parsec scale counterjet is detected and an intrinsic jet velocity of 0.95 c and angle to the line of sight of 25$^\circ$ are derived, consistent with an intrinsically symmetric ejection. The central spine in the parsec scale jet is expected to move at a higher velocity and a Lorentz factor $\gamma$ $\sim$ 15 has been estimated near the core.The age of this inner VLBI structure is $\sim$ 300 years. Assuming a constant angle to the line-of-sight, the jet velocity is found to decrease from 0.95 c at 20 mas (32 pc on the plane of the sky) to 0.02 c at 15 arcsec (24 kpc on the plane of the sky). These findings lend credence to the claim that (1) even the jets of low power radio galaxies start out relativistic; and (2) these jets are decelerated to subrelativistic velocities by the time they reach kiloparsec scales.Comment: 21 pages, 16 separated figures. A version with figures and table in the text is available at: ftp://terra.bo.cnr.it/papers/journals - it is a ps gzipped file, named giovannini_apr99.gz (792kb) - ApJ in pres

Autonomous Flight Rules Concept: User Implementation Costs and Strategies

The costs to implement Autonomous Flight Rules (AFR) were examined for estimates in acquisition, installation, training and operations. The user categories were airlines, fractional operators, general aviation and unmanned aircraft systems. Transition strategies to minimize costs while maximizing operational benefits were also analyzed. The primary cost category was found to be the avionics acquisition. Cost ranges for AFR equipment were given to reflect the uncertainty of the certification level for the equipment and the extent of existing compatible avionics in the aircraft to be modified

Autonomous Flight Rules - A Concept for Self-Separation in U.S. Domestic Airspace

Autonomous Flight Rules (AFR) are proposed as a new set of operating regulations in which aircraft navigate on tracks of their choice while self-separating from traffic and weather. AFR would exist alongside Instrument and Visual Flight Rules (IFR and VFR) as one of three available flight options for any appropriately trained and qualified operator with the necessary certified equipment. Historically, ground-based separation services evolved by necessity as aircraft began operating in the clouds and were unable to see each other. Today, technologies for global navigation, airborne surveillance, and onboard computing enable the functions of traffic conflict management to be fully integrated with navigation procedures onboard the aircraft. By self-separating, aircraft can operate with more flexibility and fewer restrictions than are required when using ground-based separation. The AFR concept is described in detail and provides practical means by which self-separating aircraft could share the same airspace as IFR and VFR aircraft without disrupting the ongoing processes of Air Traffic Control

An Experimental-Based Analysis of Inter-BAN Co-Channel Interference Using the κ - μ Fading Model

In this communication, we empirically study and model the impact of co-channel interference and background noise (BN) on a body area network (BAN) operating at 2.48 GHz using the extremely generalized κ - μ fading model. The BAN measurements considered three nodes with the signal-of-interest (SoI) forming the link between two wearable devices located on the front-central-chest and front-central-waist of an adult male, while an interfering signal emanated from a third wearable device that was located on the front-central-waist of an adult female. Three environments were considered which are indicative of different environmental multipath conditions likely to be encountered by everyday BAN users, namely, an anechoic chamber, a reverberation chamber and an indoor laboratory. As well as this, the influence of different human mobility scenarios was studied. Utilizing the κ and μ parameter estimates, we then provide some useful insights into the outage performance of BAN systems in the presence of BN when both the SoI and the interferer undergo κ - μ fading

A View through Faraday's Fog 2: Parsec Scale Rotation Measures in 40 AGN

Results from a survey of the parsec scale Faraday rotation measure properties for 40 quasars, radio galaxies and BL Lac objects are presented. Core rotation measures for quasars vary from approximately 500 to several thousand radians per meter squared. Quasar jets have rotation measures which are typically 500 radians per meter squared or less. The cores and jets of the BL Lac objects have rotation measures similar to those found in quasar jets. The jets of radio galaxies exhibit a range of rotation measures from a few hundred radians per meter squared to almost 10,000 radians per meter squared for the jet of M87. Radio galaxy cores are generally depolarized, and only one of four radio galaxies (3C-120) has a detectable rotation measure in the core. Several potential identities for the foreground Faraday screen are considered and we believe the most promising candidate for all the AGN types considered is a screen in close proximity to the jet. This constrains the path length to approximately 10 parsecs, and magnetic field strengths of approximately 1 microGauss can account for the observed rotation measures. For 27 out of 34 quasars and BL Lacs their optically thick cores have good agreement to a lambda squared law. This requires the different tau = 1 surfaces to have the same intrinsic polarization angle independent of frequency and distance from the black hole.Comment: Accepted to the Astrophysical Journal: 71 pages, 40 figure