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The present study shows the development of computational algorithms to represent aircraft instruments such as the attitude indicator or the turn-and-slip indicator; moreover, the algorithms represent a magnetic compass and other instruments that function according to other physical theories. These instruments work by using the gyroscope and magnetic principles and help the pilot in navigation. These are considered to be the basic instruments required to provide location-related and positional information about the actual aircraft attitude. The algorithms developed in this study are capable of working in concordance with other instruments and the physical conditions established. The programming language used was C++ and the algorithms were compiled in independent files and subroutines for computational efficiency, eliminating unnecessary code. The display options were successfully tested. Additionally, an analysis that evaluated the error and approached flight simulation as a function of step time (Δt) is also described. [ABSTRACT FROM AUTHOR]

The present study shows the development of computational algorithms to represent aircraft instruments such as the attitude indicator or the turn-and-slip indicator; moreover, the algorithms represent a magnetic compass and other instruments that function according to other physical theories. These instruments work by using the gyroscope and magnetic principles and help the pilot in navigation. These are considered to be the basic instruments required to provide location-related and positional information about the actual aircraft attitude. The algorithms developed in this study are capable of working in concordance with other instruments and the physical conditions established. The programming language used was C++ and the algorithms were compiled in independent files and subroutines for computational efficiency, eliminating unnecessary code. The display options were successfully tested. Additionally, an analysis that evaluated the error and approached flight simulation as a function of step time (Δt) is also described.

Copyright of Americanía. Revista de Estudios Latinoamericanos is the property of Revista Americania - Universidad Pablo de Olavide and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The paper is an introductory study on the possible transition from Magnetic North reference to True North reference in air navigation, as envisaged by the International Association of Institutes of Navigation's AHRTAG Group. The use of the Magnetic Field of the Earth as a direction reference in aviation is explained briefly. Magnetic North is an unstable and irregular directional reference that aviation manages well, but with significant costs. The unpredictability and uncertainties of the Magnetic Field of the Earth might be critical in the future, especially in the case of reversal of the magnetic poles, or incipient reversal. The paper puts forward the case for calculating the probability of such a catastrophic event, with a view to engaging further expert research in the geomagnetic phenomena. The purpose of such a probability estimate would be for the aviation decision makers to determine whether contingency planning might be required or not. Furthermore, the paper analyses the adoption of True North in maritime navigation as a possible model. [ABSTRACT FROM AUTHOR]

This article piece analyzes in detail the challenges and approaches to incorporating large cargo Unmanned Aerial Vehicles into existing airspace, focusing on air traffic management and flight operations planning. Modifications to air traffic control models required as a result of the inclusion of Unmanned Aerial Vehicles are discussed, with a focus on managing the various stochastic parameters that affect flight quality. The importance of maintaining safe takeoff and landing intervals is also emphasized. In addition, the article delves into the application of machine learning techniques in air traffic flow management, exploring the complexities of planning scheduled and special flights under conditions of incomplete information and stochastic uncertainty. The article highlights the importance of optimizing the payload-to-range ratio of Unmanned Aerial Vehicles, taking into account factors such as wind conditions and battery efficiency to improve cargo transport efficiency. In addition, the article presents a two-stage stochastic programming model for flight planning aimed at minimizing costs and efficiently allocating flights and resources. The impact of drones on "last mile" delivery logistics is also discussed, emphasizing the potential benefits of drones in terms of increased speed, cost reduction, and access to remote areas. [ABSTRACT FROM AUTHOR]

Copyright of Revista Cubana de Ciencias Informáticas is the property of Universidad de las Ciencias Informaticas (UCI) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Today's air traffic represents the safest form of transportation globally. Its functioning is based on the integration of various elements that together constitute a coordinated system, including people, procedures, the environment, and various systems. With the increase in air traffic, potential safety hazards also grow, making the safety management system a crucial factor. This paper explains the application of the safety management system, the implementation of which enables risk control and reduces the number of accidents in daily operations. Proper application of the safety management system allows, among other things, for the safe flow of air traffic. International standards in air traffic provide general guidelines and norms to ensure a high level of safety. However, for these standards to be effectively applied, each country needs to adopt national documents that more precisely regulate organizations involved in providing services in air navigation and the safety management system. [ABSTRACT FROM AUTHOR]

Copyright of Revista Producao Online is the property of Associacao Brasileira de Engenharia de Producao and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Progress in the development of computer engineering provides an opportunity to address a wider variety of challenges using computer software systems. The task of automatic aeronautical navigation information processing is referred to the number of such issues. This stipulates the necessity to adopt new approaches to design and develop similar systems. One of these approaches is based on the application of the collective activity idea of a set of agents – multi-agent technologies. In this regard, the purpose of the article is to consider the features of the automated aeronautical navigation information processing implementation on the basis of multi-agent technologies. To achieve this goal, the problem-structural methodology of hybrid systems synthesis, which allows us to create self-organizing models, was selected. Each element of which develops, obtaining data and knowledge from other elements. In the research process, a formal definition of the multi-agent system of automatic aeronautical information processing is presented, which involves a set of agents, environment of agent functioning, a set of permissible relations between agents, description of rules for forming a network of agents, a set of individual and joint actions, communication interactions, behavior and actions strategies, a possibility of system evolution. Furthermore, an emphasis is placed on the description of each agent. For this purpose, the authors propose to use four elements: a set of variables, inputs and outputs, an autonomous technique that performs appropriate changes over a set of variables. As agents, the paper comes up with the idea to use the following: Pilots Notification Agent, Preflight Information Bulletin Agent, Data Generation Agent, Aviation Processes Agent, Aviation Database Generation Agent, Aeronautical Maps Creation Agent, Aeronautical Data Set Export/Import Agent, Publications and References Agent. In addition, the article presents the multi-agent system diagram of automated aeronautical information processing and describes in detail processing an application in the agent using the mathematical expression. The results, obtained in the course of investigations, can be used to improve the effectiveness of the analytical component in the structure of the system to form the direct and reverse coordination relationship while solving aerial navigation problems.

The paper is an introductory study on the possible transition from Magnetic North reference to True North reference in air navigation, as envisaged by the International Association of Institutes of Navigation’s AHRTAG Group. The use of the Magnetic Field of the Earth as a direction reference in aviation is explained briefly. Magnetic North is an unstable and irregular directional reference that aviation manages well, but with significant costs. The unpredictability and uncertainties of the Magnetic Field of the Earth might be critical in the future, especially in the case of reversal of the magnetic poles, or incipient reversal. The paper puts forward the case for calculating the probability of such a catastrophic event, with a view to engaging further expert research in the geomagnetic phenomena. The purpose of such a probability estimate would be for the aviation decision makers to determine whether contingency planning might be required or not. Furthermore, the paper analyses the adoption of True North in maritime navigation as a possible model.

A novel approach to recurrent filtering of trajectory parameters of unmanned aerial vehicles (UAVs), including areas of intense trajectory maneuver, has been proposed in the article. A procedure for the synthesis of an adaptive recurrent filter based on the separation principle has been developed. A technique for simplifying the adaptive filter in order to reduce the computational complexity of the filtering algorithm has been proposed. The results of modeling synthesized adaptive filters have been presented and a comparative analysis of the proposed filters with traditional ones, which showed an increase in the accuracy of the estimated trajectory parameters of the UAV by 50-70 percent in the area of an intensive trajectory maneuver, has been carried out.

Based on mathematical methods of fuzzy colored Petri nets proposed is a method of airborne vehicles identification in controlled airspace allowing to reduce the dependence of the degree of fuzzy net model of the corresponding softwares verification on the degree of dynamic interacting processes in the subject area. Proposed are the data of fuzzy rule-oriented requirements of the fuzzy logical system of airborne vehicles classification in the process of airspace control. Developed is a unified algorithm of these requirements implementation. Further, the fuzzy rule-oriented requirements are in structural conformity with the requirements of the Sugeno fuzzy logical system of the first-order. This view of the airborne vehicles classification process using the fuzzy logical system allows considering both the non-stochastic and subjective nature of operators decision-making. The developed unified algorithm of the fuzzy rule-oriented requirements implementation within the Sugeno system of the first-order is the basis for the software of the fuzzy logical system of airborne vehicles classification.

A volcanic eruption can produce large ash clouds in the atmosphere around a volcano, affecting commercial aviation use of the airspace around the volcano. Encountering these ash clouds can cause severe damage to different parts of the aircraft, mainly the engines. This work seeks to contribute to the development of methods for observing the dispersion of volcanic ash and to complement computational methods that are currently used for the prediction of ash dispersion. The method presented here is based on the frequency of occurrence of the regions of airspace areas affected by ash emission during a volcanic eruption. Popocatepetl volcano, 60 km east of Mexico City is taken as a case study. A temporal wind analysis was carried out at different atmospheric levels, to identify the direction towards which the wind disperses ash at different times of the year. This information showed two different trends, related to seasons in the direction of dispersion: the first from November to May and the second from July to September. To identify the ash cloud and estimate its area, a set of 920 MODIS images that recorded Popocatepetl volcanic activity between 2000 and 2021 was used. These satellite images were subjected to a semi-automatic, digital pre-processing of binarization by thresholds, according to the level of the brightness temperature difference between band 31 (11 µm) and band 32 (12 µm), followed by manual evaluation of each binarized image. With the information obtained by the processing of the MODIS image, an information table was built with the geographical position of each pixel characterized by the presence of ash for each event. With these data, the areas around Popocatepetl volcano with the highest frequency of affectation by ash emissions were identified during the period analyzed. This study seeks to complement the results obtained by numerical models that make forecasts of ash dispersions and that are very important for the prevention of air navigation risks. [ABSTRACT FROM AUTHOR]

The paper reviews the optimisation methods of the flight trajectory for airliners. In contrast to maritime navigation, where the shortest route (the orthodrome) is preferred, in air navigation, the brachistochrone is the optimal flight trajectory on the sphere or on the ellipsoid, considering the wind vector field (maximising the tail wind and minimising the head wind over the duration of the flight). The major impact of the wind on the flight trajectory results from the possible significant velocity at the normal cruise flight levels, which could reach 200 kts, or 40% of the aircraft true airspeed (TAS). Brachistochrone is independent of the flight performance optimisation (range versus speed), as computed by the flight management system. Whichever cost index (CI) is selected (and consequently, the cruise Mach number), the brachistochrone is the minimum time of flight trajectory at that target Mach number. In cruise flight, the minimum time of flight is also equivalent to the minimum fuel consumption. It concerns just the wind velocity field. All these qualify the brachistochrone as the greenest trajectory, the most fuel and emissions efficient solution relative to the atmosphere. The paper classifies the brachistochrone problems (2D, 3D and 4D brachistochrones, with or without flexible time of departure). Some numerical examples are provided. The overall optimal 4D trajectory considers many aspects, including safety, by minimisation of total costs and risks of the 4D trajectory. [ABSTRACT FROM AUTHOR]

On the basis of the study of air flight control, as well as the need to take into account the regional parameters of the airspace, the expediency and the need for mathematical modeling of the air navigation environment were identified. The article deals with the features of the model of air navigation environment, in which the base of the study adopted the basic information used to describe the plan for the execution of air flight. In the study, it was found that in navigation main feature is the geodesic of abstraction, however, such information was found, is not complete for the plan for air flight. The study emphasized the role of taking into account all the restrictions by which certain prohibitions on the use of specific volumes of airspace are imposed. Based on the results obtained, a graph of the geometric representation of the airspace with constraints was constructed. The results of the study allow us to conclude that the construction of a mathematical model of the air navigation environment allows us to achieve the following results: optimization of the distribution of the EAP loads by sectors, visualization of the air navigation situation in the region, the establishment of critical load directions, the collection of data on the load, the study of the factor effects on the regularity and safety of the aircraft movement. The mathematical model of the aeronautical situation was built with the help of a composition of hierarchical type. As a result of such construction of mathematical model its transformation with addition of new models is possible. Using the proposed mathematical model in the framework of discrete event systems can be used to simulate complex air navigation environment with a large number of aircraft. The use of the formalism presented in this study allows a clear distinction between the mechanism of information processing and the information itself in the process of modeling.

The aim of the research is to analyse whether commercialization air navigation service and how Airnav Indonesia as a provider may have a benefit from it. This normative legal research uses statutory approach. The results of research show that following the transfer of authority and responsibility from PT. Angkasa Pura I and PT. Angkasa Pura II as the air navigation service provider in January 2013, the air navigation service in Indonesia entered into a new chapter which is monopolized by one company, that is “Lembaga Penyelenggara Pelayanan Navigasi Penerbangan Indonesia” (LPPNPI) or “Airnav Indonesia”. By the Governmental Decree No. 77 of 2012, Airnav Indonesia was established to provide air navigation service in order to secure the aviation safety and air traffic over the Indonesia territory. Generally, air navigation service is treated as public service in many countries, however, the idea to commercialize the air navigation service has been applied in some countries. The Government should consider altering Airnav Indonesia from a public service company to be a commercial business company which may contribute to the Government’s income. Commercialization of the air navigation service will provide a mutual benefit not only among stakeholders in the aviation industry, but also for aviation safety. Eventually, the Airnav Indonesia as the sole air navigation service provider in Indonesia could be a profit centre institution instead of merely a public service company.

Ground-based augmentation systems (GBASs) were designed to support civil aviation precision approach and landing with safety and integrity. It has several advantages over traditional navigation aids, allowing airspace usage optimization and reduction of fuel consumption. However, in low-latitude regions such as Brazil, this technology is still not operational due to the strong influence of ionospheric variability. Considering the increased interest in deploying a GBAS station in Brazil along with efforts toward this goal over the last decade, this paper is the first of a two-part series that provides an overview of the key aspects of this technology and the challenges posed when using it in low-latitude regions. The context in which GBAS operates today in midlatitudes is presented along with its fundamental principles and methods of guaranteeing sufficient accuracy, continuity, and integrity for precision operations, particularly those dealing with threatening ionospheric conditions. Finally, the evolution of GBAS to include multiple Global Navigation Satellite System (GNSS) satellite constellations and signal frequencies are discussed with respect to their ability to mitigate ionospheric effects. The conclusion is that the use of these new elements of GBAS seem to be the most viable solution for operating GBAS in low latitudes with high availability.

Copyright of Apuntes Universitarios: Revista de Investigación is the property of Universidad Peruana Union Filiar Tarapoto and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Modern air traffic control systems equipped with phased antenna arrays radar have increased performance in comparison with radars of previous generations. The radar tracking of objects starts with the detection of such objects. The earlier the object is detected, the more time is available for the selection of modes. The article solves the problem and offers a method of automated management of modern radar complexes with phased antenna arrays, which will significantly reduce the search time for objects in the view field of such complexes. The solution is based on the discretization of the object detection process by time and position. Space, where the detected objects move, is divided into cells, and each of the cells is identified with a particular position. Each object can be in each cell for a long interval of time and then move to other cells. As a result, a dynamic process with a fixed number of positions and discrete time is obtained. For optimal calculations, we chose a minimum average time for searching and detecting an object. The optimal speed problem deals with the elements of the phase space as extrapolated probabilities of the present object in the cell of the viewing area. The optimization problem is solved using a discrete analogue of the maximum principle. Its application offers sufficient conditions for optimality. For the numerical solution of the problem, the author employs a modified method of successive approximations. Based on the proposed method, the author develops an algorithm for automated management of the detection of moving objects by a radar complex, as well as an operational simulation model after objects are detected. The suggested method of automatic control significantly reduces the average search time for objects. This article is the second in a series of articles devoted to the problems of information support of the processes of navigation of aircraft and air traffic control.

Copyright of Studia Iuridica Toruniensia is the property of Nicolaus Copernicus University in Torun, Faculty of Law & Administration and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Lex Humana is the property of Lex Humana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

A volcanic eruption can produce large ash clouds in the atmosphere around a volcano, affecting commercial aviation use of the airspace around the volcano. Encountering these ash clouds can cause severe damage to different parts of the aircraft, mainly the engines. This work seeks to contribute to the development of methods for observing the dispersion of volcanic ash and to complement computational methods that are currently used for the prediction of ash dispersion. The method presented here is based on the frequency of occurrence of the regions of airspace areas affected by ash emission during a volcanic eruption. Popocatepetl volcano, 60 km east of Mexico City is taken as a case study. A temporal wind analysis was carried out at different atmospheric levels, to identify the direction towards which the wind disperses ash at different times of the year. This information showed two different trends, related to seasons in the direction of dispersion: the first from November to May and the second from July to September. To identify the ash cloud and estimate its area, a set of 920 MODIS images that recorded Popocatepetl volcanic activity between 2000 and 2021 was used. These satellite images were subjected to a semi-automatic, digital pre-processing of binarization by thresholds, according to the level of the brightness temperature difference between band 31 (11 µm) and band 32 (12 µm), followed by manual evaluation of each binarized image. With the information obtained by the processing of the MODIS image, an information table was built with the geographical position of each pixel characterized by the presence of ash for each event. With these data, the areas around Popocatepetl volcano with the highest frequency of affectation by ash emissions were identified during the period analyzed. This study seeks to complement the results obtained by numerical models that make forecasts of ash dispersions and that are very important for the prevention of air navigation risks.

This paper aims to combine two vision systems as a new technology to suggest the improvement in the continuing problem of Controlled Flight into Terrain (CFIT) accidents. A combined enhanced flight vision system and synthetic vision system seems to hold the solution, while it unhesitatingly accommodated to the commercial and General aviation instrument environment if pilots are getting minimal instrument training. This research shows the benefit of combined enhanced flight vision and synthetic vision systems based on analysis of the accident that occurred in 2013 on approach at Birmingham-Shuttlesworth International Airport. It is shown that the use of a combined system, could have prevented this accident. The head-up display is taken to facilitate this technology to the pilot to be able to see and read accurately using sky lenses. [ABSTRACT FROM AUTHOR]

The structure of the space weather center to support international air navigation established according to the ICAO resolution is considered. The brief review of space weather events, effects, and related risks is presented. The regulator requirements for space weather centers and their operation features are described. [ABSTRACT FROM AUTHOR]

Abstract The ionospheric sporadic‐E (Es) layer occasionally causes anomalous propagation (AP) of VHF radio waves to distant locations. This effect, EsAP, may cause interference to VHF radio operation above 100 MHz. Recent study showed that VHF air navigation signals from distant stations are frequently observed when Es occurs. The observed frequencies includes channels of VHF omnidirectional radio range (VOR) and instrument landing system localizer (ILS LOC). The study showed that EsAP signals can be very strong and frequently exceeded the allowable interference limit of navigation receivers. In this paper, we focus on EsAP on ILS LOC channels using the data obtained in the previous study. A series of extremely strong signals was observed on an ILS LOC frequency at Kure, Japan, on 15 May 2014 when an ionosphere sounder observed high‐density Es. The source of the signal was identified as an ILS LOC‐type direction aid (LDA) at Hualien, Taiwan. During the same period, several EsAP signals were observed on other ILS LOC channels, but their strengths were less significant. Analysis showed the causes of the strong signal from Hualien LDA: (1) the center of the narrow radio beam passed through the region very close to the receiver site; (2) the elevation angle of the propagation path was very close to that of the actual beam center. Statistics showed that there were several outstanding EsAP events of which source was Hualien LDA. This study suggests that if similar conditions exist, radio interference to ILS LOC receiver can happen on any ILS LOC channels.

This article presents research results concerning the determination of the position of a Cessna 172 aircraft by means of the DGPS positioning method. The position of the aircraft was recovered on the basis of P1/P2 code observations in the GPS navigation system. The coordinates of the aircraft were designated due to the application of the Kalman forward-filtering method. The numerical calculations were conducted using RTKLIB software in the RTKPOST module. In the scientific experiment, the authors used research materials from the test flight conducted by a Cessna 172 aircraft in the area of Dęblin in the Lublin Voivodeship in south-eastern Poland. The research experiment exploited navigation data and GPS observation data recorded by the geodetic Topcon Hiper Pro receiver mounted in the cockpit of the Cessna 172 and installed on the REF1 reference station. The typical accuracy for recovering the position of the Cessna 172 with the DGPS method exceeds in the region of 2 m. In addition, the authors specify the parameters of availability, integrity and continuity of GNSS satellite positioning in air navigation. The obtained findings of the scientific experiment were compared with the International Civil Aviation Organization’s (ICAO’s) technical standards.

The first appearance of a British aircraft in the Kuwait region dates back to 1919. There was no knowledge of aviation prior to this date. The first landing of a military-style aircraft of the Royal Air Force was established by the British government in early April 1918 when it realized the importance of this new air force through which it was able to impose its hegemony and influence over several regions in the Arabian Gulf. It also provided access to its colonies in India, facilitated direct flights from India to England and within the Gulf, in addition to ensuring the provision of military and civil aviation services. In the beginning, there was no airport in Kuwait, as most of the flights came from Iraq, and after a short time it built a landing runway for British civil and military aircrafts, followed by the establishment of the Kuwait airport. This airport worked to receive flights from the East and West of the Imperial Airways. The British Ministry of Aviation reported that the first landing of a civilian plane on Kuwait's land was in 1927. Civil aviation quickly developed to become an agent for airlines to provide services to travelers until an agreement was signed with the British Government of Civil Aviation in Kuwait in (934. At that time, the airport was officially established for planes to land in, and a port for seaplanes was established nearby. After the outbreak of World War II, air routes were transferred by Britain for no reason - perhaps because Britain was preoccupied with the affairs of World War II - and the use of the airport and runway ceased. Land flights had to land at the seaport, and thus air navigation in Kuwait did not stop [ABSTRACT FROM AUTHOR]

Copyright of Uludağ Journal of Economy & Society / Uludağ Üniversitesi İktisadi ve İdari Bilimler Fakültesi Dergisi is the property of Uludag Journal of Economy & Society and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The ionospheric sporadic‐E (Es) layer occasionally causes anomalous propagation (AP) of VHF radio waves to distant locations. This effect, EsAP, may cause interference to VHF radio operation above 100 MHz. Recent study showed that VHF air navigation signals from distant stations are frequently observed when Es occurs. The observed frequencies includes channels of VHF omnidirectional radio range (VOR) and instrument landing system localizer (ILS LOC). The study showed that EsAP signals can be very strong and frequently exceeded the allowable interference limit of navigation receivers. In this paper, we focus on EsAP on ILS LOC channels using the data obtained in the previous study. A series of extremely strong signals was observed on an ILS LOC frequency at Kure, Japan, on 15 May 2014 when an ionosphere sounder observed high‐density Es. The source of the signal was identified as an ILS LOC‐type direction aid (LDA) at Hualien, Taiwan. During the same period, several EsAP signals were observed on other ILS LOC channels, but their strengths were less significant. Analysis showed the causes of the strong signal from Hualien LDA: (1) the center of the narrow radio beam passed through the region very close to the receiver site; (2) the elevation angle of the propagation path was very close to that of the actual beam center. Statistics showed that there were several outstanding EsAP events of which source was Hualien LDA. This study suggests that if similar conditions exist, radio interference to ILS LOC receiver can happen on any ILS LOC channels. Key Points: Sporadic‐E (Es) propagation of Instrument Landing System (ILS) Localizer (LOC) radio was observedStrong ILS LOC radio signal from distant (1500 km) airport was received occasionally due to EsStrength of undesired signal often exceeded the interference limit of LOS receivers significantly [ABSTRACT FROM AUTHOR]

The results of research concerning the implementation of the GNSS technique in the area of air navigation are presented in this article. In particular, a research test was conducted for the purposes of checking the functioning of a satellite-based augmentation system (SBAS) to assist with air navigation. Ultimately, analyses of the parameters of accuracy, availability, continuity and integrity with the procedure when landing aircraft with an SBAS APV-I landing were conducted. The navigation and observation data of the GPS system and differential European Geostationary Navigation Overlay Service (EGNOS) corrections were used in the research test. The navigation and observation data of the GPS system in the RINEX format were registered through the Topcon Hiper Pro receiver placed in the cabin of pilots in the Cessna 172 aircraft during a flight experiment conducted in Dęblin in 2010. The coordinates of the Cessna 172 aircraft in the ellipsoid BLh frame were reconstructed by using the solution offered by the single point positioning (SPP) method in the RTKLIB program. The accuracy when setting coordinates of the aircraft is higher than 2.4 m in the horizontal plane and better than 4 m in the vertical plane. The integrity of the satellite positioning is higher than 15 m in the horizontal plane and better than 21.1 m in the vertical plane. The availability of the constellation of GPS/EGNOS satellites equalled 100% during the flight experiment, which confirms that the loss of continuity when determining the position of the aircraft did not occur. The parameters of the accuracy and the integrity with International Civil Aviation Organization (ICAO) technical standards were compared in this article. The results of the conducted test shows that the presented research methods can be applied in the precise positioning of the aircraft when using the GPS/EGNOS solution for air navigation.

The article presents the results of the aircraft Cessna 172 positioning based on navigation solutions in the GPS and EGNOS (SBAS) tracking mode. The article makes a comparison of coordinate readings of the Cessna 172 in the ellipsoidal BLh frame. The verification of the coordinates of the aircraft Cessna 172 was used to assess the reliability of the GNSS satellite technique in aviation. In a research test, the navigation data were recorded by the onboard receiver Thales Mobile Mapper during an air test performed over the military aerodrome EPDE in Dęblin. Judging by the conducted investigations, it is possible to conclude that the difference in BLh coordinates of the aircraft Cessna 172 on the basis of the GPS solution and EGNOS (SBAS) solution equals, respectively: from −0.5 m to +3 m for component B; and from −2 m to +6 m for component L; from approximately −11 m to over +1 m for component h. In addition, the paper defines factors of dilution of precision PDOP, based on the GPS and EGNOS (SBAS) solutions. The average value of the PDOP coefficient for a solution in the tracking GPS mode was 2.7, whereas in the EGNOS (SBAS) tracking mode, it was equal to 2.8. [ABSTRACT FROM AUTHOR]

The sporadic‐E (Es) layer is an ionospheric layer which appears occasionally near 100‐km heights with extremely high electron density. The Es layer may reflect very high‐frequency radio signals when the incident angle is shallow (Es layer anomalous propagation [EsAP]). It is known that radio signals with frequencies above 100 MHz sometimes reach distant locations, more than 600 km apart from the transmitters, due to EsAP. Since air‐navigation radio channels are allocated on frequencies between 108 and 118 MHz, EsAP may interfere with directly propagating wave (ground wave) signals. However, as the occurrence and strength of EsAP on these frequencies have not been studied well, it is difficult to assess the impact of EsAP on the air navigation. In this paper, we report the statistics of the occurrence and strength of EsAP based on a 3‐year continuous monitoring of very high‐frequency air‐navigation radio signal strength on the ground. The statistics show that strong EsAPs occur frequently in summer. The occurrence pattern of EsAP is generally consistent with ionosonde observations of Es layer: Most Es layers appear during summer, primary peak in daytime, with a second peak in the evening. During an extreme EsAP event, in a particular channel, an EsAP signal was superposed on a ground wave signal which resulted in a fluctuation of ground wave signal by more than ±10 dB. Our statistical results suggest that the Es layer has a potential impact on air‐navigation applications. Key Points: A system to continuously monitor VHF air navigation radio (VHF‐NAV) signals was developed to study the sporadic‐E (Es) radio propagationStatistics of anomalous propagation of VHF air navigation radio signals due to Es were studied with 3‐year dataStrength of anomalous propagation signals was shown to be strong enough to potentially cause interference to avionics receivers [ABSTRACT FROM AUTHOR]

The vertical separation monitoring methods have been analyzed. A new method of the aircraft vertical separation monitoring base on ADS-B is considered. Mathematical model of the method and simulation plan are presented. Experimental data are results of the method simulation and evaluates the accuracy of the proposed method. Presented method may be used under conditions of sufficient number ADS-B equipped aircrafts. Future investigations are defined.

This paper explores the ways in which economic regulation accommodates uncertainty through an examination of experience of regulation in Australia against a background discussion of literature on regulatory risk and principles for good regulation. Regulation, typically in the form of incentive based price caps, often applies to aviation infrastructure, such as major airports and air navigation services. At the same time, the demand for aviation infrastructure services is uncertain and subject to external shocks. Two case studies in economic regulation of aviation infrastructure are examined. They cover a period of volatile demand associated with the collapse of a major domestic airline which coincided with the September 11 terrorist attacks in the US. One case study involves the application of price caps to newly privatized airports during 1997–2002. The other case study examines the development of a long term price path for air navigation services over 2002 to 2004. The case studies illustrate the important role played by regulatory design. The paper concludes that the design of the regulatory framework has an important role in ameliorating the risks associated with uncertainty. [ABSTRACT FROM AUTHOR]

This article presents research results concerning the determination of the position of a Cessna 172 aircraft by means of the DGPS positioning method. The position of the aircraft was recovered on the basis of P1/P2 code observations in the GPS navigation system. The coordinates of the aircraft were designated due to the application of the Kalman forward-filtering method. The numerical calculations were conducted using RTKLIB software in the RTKPOST module. In the scientific experiment, the authors used research materials from the test flight conducted by a Cessna 172 aircraft in the area of Dęblin in the Lublin Voivodeship in south-eastern Poland. The research experiment exploited navigation data and GPS observation data recorded by the geodetic Topcon Hiper Pro receiver mounted in the cockpit of the Cessna 172 and installed on the REF1 reference station. The typical accuracy for recovering the position of the Cessna 172 with the DGPS method exceeds in the region of 2 m. In addition, the authors specify the parameters of availability, integrity and continuity of GNSS satellite positioning in air navigation. The obtained findings of the scientific experiment were compared with the International Civil Aviation Organization's (ICAO's) technical standards. [ABSTRACT FROM AUTHOR]

Single Point Positioning (SPP) method is widely used in air, marine, and land navigation to determine the user's position in real time and post factum. A typical accuracy for this method of determining the user's position in the static mode is approximately 10 meters. In air operations, the SPP method accuracy can be several times lower and that may cause problems with precise positioning of an aircraft. The authors of this article presented preliminary results of research concerning aircraft positioning in the kinematic mode based on GPS observations. For this purpose, an in-flight experiment, in which a Cessna 172 aircraft was used, was performed at the airport in Mielec, Poland. The aircraft was equipped with a dual-frequency Topcon TPS HiperPro receiver, which was recording satellite observations with 1-second interval. The aircraft position was determined using the leastsquares method (LSM) in the RTKLIB (RTKPOST module) software. Two research tests were performed within the scope of the experiment, i.e. in test I the aircraft position was determined on the basis of raw GPS observations and the broadcast ephemeris data whereas in test II precision products of the IGS were used, such as: precise ephemeris SP3, DCB hardware delay, clock bias data of GPS satellites and receivers in the CLK format, data of the ionosphere maps based on IONEX format, and phase center calibration of GPS satellites and receivers in the ANTEX format. The use of the IGS precision products improved the accuracy of the X coordinate to 1 m, Y to 0.7 m and Z to 1.3 m. On the basis of tests I and II, an additional RMS-3D parameter was determined, whose mean value was 4 m. Metoda pozycjonowania w czasie rzeczywistym, nazywana Single Point Positioning, jest powszechnie stosowana w nawigacji lotniczej, morskiej, a także lądowej do określania pozycji użytkownika w czasie rzeczywistym, niekiedy również post-processing. Zwykle dokładność metody w przypadku użytkownika, który nie przemieszcza się, oceniana jest na około 10 metrów. W operacjach lotniczych jej dokładność bywa wielokrotnie niższa, co często stwarza problemy. Autorzy artykułu przedstawiają wstępne wyniki badań odnośnie dokładności pozycjonowania samolotu w wariancie dynamicznym z wykorzystaniem systemu GPS. W tym celu na lotnisku Mielec przeprowadzono eksperyment w locie z użyciem samolotu Cessna 172, który wyposażono w dwuczęstotliwościowy odbiornik Topcon TPS HiperPro rejestrujący obserwacje co sekundę. Jako pozycje referencyjne przyjęto pozycje obliczane metodą najmniejszych kwadratów programem RTKLIB (moduł RTKPOST). W ramach opisywanego eksperymentu przeprowadzono dwa testy -- w pierwszym określano pozycje z użyciem surowych pomiarów GPS oraz efemeryd pokładowych, w drugim użyto efemeryd oferowanych przez IGS. Były to takie dane, jak efemerydy precyzyjne SP3, poprawki zegarów satelitów w formacie CLK, mapy jonosfery w formacie IONEX oraz dane odnośnie centrum fazowego anten w formacie ANTEX. [ABSTRACT FROM AUTHOR]

In an era of significant air traffic expansion characterized by a rising congestion of the radiofrequency spectrum and a widespread introduction of Unmanned Aircraft Systems (UAS), Global Navigation Satellite Systems (GNSS) are being exposed to a variety of threats including signal interferences, adverse propagation effects and challenging platform-satellite relative dynamics. Thus, there is a need to characterize GNSS signal degradations and assess the effects of interfering sources on the performance of avionics GNSS receivers and augmentation systems used for an increasing number of mission-essential and safety-critical aviation tasks (e.g., experimental flight testing, flight inspection/certification of ground-based radio navigation aids, wide area navigation and precision approach). GNSS signal deteriorations typically occur due to antenna obscuration caused by natural and man-made obstructions present in the environment (e.g., elevated terrain and tall buildings when flying at low altitude) or by the aircraft itself during manoeuvring (e.g., aircraft wings and empennage masking the on-board GNSS antenna), ionospheric scintillation, Doppler shift, multipath, jamming and spurious satellite transmissions. Anyone of these phenomena can result in partial to total loss of tracking and possible tracking errors, depending on the severity of the effect and the receiver characteristics. After designing GNSS performance threats, the various augmentation strategies adopted in the Communication, Navigation, Surveillance/Air Traffic Management and Avionics (CNS + A) context are addressed in detail. GNSS augmentation can take many forms but all strategies share the same fundamental principle of providing supplementary information whose objective is improving the performance and/or trustworthiness of the system. Hence it is of paramount importance to consider the synergies offered by different augmentation strategies including Space Based Augmentation System (SBAS), Ground Based Augmentation System (GBAS), Aircraft Based Augmentation System (ABAS) and Receiver Autonomous Integrity Monitoring (RAIM). Furthermore, by employing multi-GNSS constellations and multi-sensor data fusion techniques, improvements in availability and continuity can be obtained. SBAS is designed to improve GNSS system integrity and accuracy for aircraft navigation and landing, while an alternative approach to GNSS augmentation is to transmit integrity and differential correction messages from ground-based augmentation systems (GBAS). In addition to existing space and ground based augmentation systems, GNSS augmentation may take the form of additional information being provided by other on-board avionics systems, such as in ABAS. As these on-board systems normally operate via separate principles than GNSS, they are not subject to the same sources of error or interference. Using suitable data link and data processing technologies on the ground, a certified ABAS capability could be a core element of a future GNSS Space-Ground-Aircraft Augmentation Network (SGAAN). Although current augmentation systems can provide significant improvement of GNSS navigation performance, a properly designed and flight-certified SGAAN could play a key role in trusted autonomous system and cyber-physical system applications such as UAS Sense-and-Avoid (SAA). [ABSTRACT FROM AUTHOR]

The Air Force Mapping and Photographic (CECAF) Center's database department is the pyramidal base of the cartographic production in any mapping project. The right updating and maintenance of the aeronautical database are critical for the quality of the final product. The rest of sections depend on it. A wrong data implies, at least, inaccuracies, and it could have fatal consequences for air navigation [ABSTRACT FROM AUTHOR]

In this paper, the results of aircraft positioning based on GPS code observations in air aviation are presented. The aircraft position was recovery using Between Satellite Single Difference (BSSD) method in GPS system. The BSSD method was applied for designation the precise position of Cessna 172 plane in flight test in air navigation. The coordinates of Cessna 172 plane were determinated using least square estimation in XYZ geocentric frame. The average accuracy of aircraft position equals to 0.797 m for X axis, 0.496 m for Y axis and 0.966 m for Z axis, respectively. In addition, the protection level of HPL parameter amounts to 4.991 m and 5.749 m for VPL term. In paper, the XYZ coordinates of Cessna 172 plane were also compared with PPP solution from GAPS software. The value of RMS bias is about 1.642 m for X axis, 0.902  m for Y axis and 0.892 m for Z axis, respectively. [ABSTRACT FROM AUTHOR]

This article introduces a numeric model, developed in a Matlab environment, in order to monitor NAVSTAR GPS performances concerning accuracy effects and interference phenomenon. The model will be presented as a starting point for a future production of an open-source software, shareable and enlargeable, which will be able to provide real-time information about navigation satellite system performance. A sequence of analysis and comparisons with existing owners of the software will be possible using real data acquired with a high-performance monitoring station, in order to validate numeric models compiled.

Over the last few decades, a number of reinforcement learning techniques have emerged, and different reinforcement learning-based applications have proliferated. However, such techniques tend to specialize in a particular field. This is an obstacle to their generalization and extrapolation to other areas. Besides, neither the reward-punishment (r-p) learning process nor the convergence of results is fast and efficient enough. To address these obstacles, this research proposes a general reinforcement learning model. This model is independent of input and output types and based on general bioinspired principles that help to speed up the learning process. The model is composed of a perception module based on sensors whose specific perceptions are mapped as perception patterns. In this manner, similar perceptions (even if perceived at different positions in the environment) are accounted for by the same perception pattern. Additionally, the model includes a procedure that statistically associates perception-action pattern pairs depending on the positive or negative results output by executing the respective action in response to a particular perception during the learning process. To do this, the model is fitted with a mechanism that reacts positively or negatively to particular sensory stimuli in order to rate results. The model is supplemented by an action module that can be configured depending on the maneuverability of each specific agent. The model has been applied in the air navigation domain, a field with strong safety restrictions, which led us to implement a simulated system equipped with the proposed model. Accordingly, the perception sensors were based on Automatic Dependent Surveillance-Broadcast (ADS-B) technology, which is described in this paper. The results were quite satisfactory, and it outperformed traditional methods existing in the literature with respect to learning reliability and efficiency. [ABSTRACT FROM AUTHOR]