Ting Ding Final - Dspace.lib.cranfield.ac.uk
CRANFIELD UNIVERSITYTing DingAdvanced Surface Movement Guidance and Control SystemInvestigation and Implementation in SimulationSchool of EngineeringFull-time StudentMSc by ResearchAcademic Year: 2010 - 2011Supervisor: Al Savvaris01/20
This thesis is submitted in partial fulfilment of the requirements for thedegree of MSc by research Cranfield University 2011. All rights reserved. No part of thispublication may be reproduced without the written permission of thecopyright owner.
ABSTRACTThe Surface Movement Guidance and Control System (SMGCS) is a systemproviding the surveillance, routing, guidance and control supports to the airporttraffic. The moving objects being managed include all the aircraft and vehiclesin the interested area on the surface; the personnel making use of this systemare the pilots, vehicle drivers, and ground controllers.The airport surface traffic management has long been discussed because of theoperational challenges; this includes the increasing complexity of the fieldmovement management and the density of airport traffic. To improve airportoperation qualities, the Advanced Surface Movement Control and GuidanceSystem (A-SMGCS) was introduced. In terms of architecture and capabilitydifferences, there are two levels of the A-SMGCS, which are A-SMGCS I & II.The positive impacts on the airport surface operation are: safety, capacity,efficiency, human factor conditions, and economic issues.This project deals with an investigation on SMGCS baseline and the A-SMGCS,covering the system conception, background, current developments and relativetechnologies. The applications in practical operations are discussed as well.There is also an analysis about the airport surface incursion classification andseverity. Based on this, a simulation is presented to illustrate the practicalapplications of the A-SMGCS. The simulation results show the functions ofHuman Machine Interface (HMI) in A-SMGCS, including the designation anddiversion for clearance, the real-time view of surface target movements and theindications for contracted incursions.Over all, the research aims are to work on an investigation and explanation ofA-SMGCS, and to implement a simulation of the system functions. Theimplementation includes the image processing, system architecture definition inSimulink, Graphical User Interface (GUI) design for the HMI, and thecorresponding Matlab programming for simulation environment establishment.i
ACKNOWLEDGEMENTSIt is my honour to thank many people who made this thesis possible.Firstly I would like to send my gratitude to the people who have helped me withmy study and project work: my supervisor Dr Al Savvaris, my examers DrCooke and Dr Aldhaher, my project advisor Marco Melega, my short courseteachers and lecturers, my colleagues in Office F51 and Dynamics Simulationand Control Group, and my colleagues in Commercial Aircraft Corporation ofChina, Ltd.I am also grateful to the people helping me during my group design whichcontributes to a basic knowledge and enlightening related to this thesis: mygroup design director Professor Ray Whitford, my working partner Yinbo Zhang,other group mates Tianxiang Xiong, Wei Guo, Yan Liu, Lingang Zhu, SuminYang, Yuhui Sun, Guilin Wu, Tianli Yang, Weitao Ma, Chao Li.I am indebted to many of my friends who supported my life both within work andbeyond it. I am grateful to Daqing Yang for his great inspirations to my project; Iappreciate all the kind suggestions from Peter Thomas in improving my Englishspeaking and writing skills; I would like to thank Ramey Jamil who helped mewith some necessary software installation; I also want to say a big thank you toMarco Melega, without his patient helps, especially the Christmas remoteassistance, this work could not be completed to this phase.My thanks goes also to Cranfield Library staffs always present to help me insearching for materials; and the SOE department staff for making qualityinformation and relevant help throughout the year particularly during my middlereview and viva.Last but not least, my genuine appreciation to my families, for my work and lifecan never come to this pleasant stage without their unconditional love andsupports.ii
GBRVRRWASMRAircraft Communication Addressing and Reporting SystemATC ClearanceAircraft Communication MessagesAutomatic Dependant Surveillance-BroadcastAirport Mapping DatabaseAirport Moving MapAirport Surface Detection Equipment radarAdvanced-Surface Movement Guidance and Control SystemAir Traffic ControlAutomatic Terminal Information ServiceAir Traffic ServiceAerodrome Visibility Operational LevelClearance Awareness FunctionController Pilot Data Link CommunicationEarth-centred Earth-fixedEuropean Movement Management by A-SMGCSFederal Aviation AdministrationFederal Aviation RegulationFlight Information Services –BroadcastFlight Management SystemGlobal Positional SatelliteGraphical User InterfaceHuman Machine InterfaceInternational Civil Aviation OrganizationAll Weather Operations PanelIdentificationInertial Navigation SystemLocal Area Augmentation SystemLatitude, Longitude, and AltitudeMulti-LaterationNational Airspace SystemNational Aeronautics and Space AdministrationNorth-East-DownNavigation DisplayNotice To AirmenPunctuality IndexPrimary Surveillance RadarRadio FrequencyRed, Green, and BlueRunway Visual RangeRunwaySurface Movement Radariii
SSRSTIS-BTCP/IPTWAUATVDLSecondary Surveillance RadarSurface Traffic Information Service – BroadcastTransmission Control Protocol/Internet ProtocolTaxiwayUniversal Access TransceiverVHF Data Linkiv
TABLE OF CONTENTSABSTRACT . iACKNOWLEDGEMENTS.iiNOMENCLATURE .iiiLIST OF FIGURES.viLIST OF TABLES . viiLIST OF EQUATIONS. viii1 Introduction . 91.1Project Introduction. 91.1.1Project Aims and Objectives. 91.1.2Project Tasks. 101.1.3Overview of Report Chapters . 111.2Project Background . 122 Literature Review . 152.1Industry Regulations . 152.2A-SMGCS Impact Analysis . 162.3Performance Requirements. 192.4A-SMGCS Main Supporting Technologies. 222.4.1Surveillance. 232.4.2Data-link Communication . 262.4.3Display. 262.4.4HMI for Clearance Assigning. 282.5Accidents Analysis and Classifications . 302.5.1Official Surface Incursion Definition. 302.5.2Incursion Statistics and Error Sources Analysis . 322.5.3Incursion Geometry Classifications . 332.5.4Incursion Spacing Definition . 342.5.5Incursion Severity . 352.6System Functions Configurations and Architectures . 362.6.1System Philosophy and Benefits . 362.6.2System Function Configuration . 372.6.3System Function Description. 392.6.4System Architectures. 402.6.4.1 Avionics system architecture on the ground . 402.6.4.2 Avionics system architecture onboard . 432.6.5Communication in A-SMGCS . 463 Simulation Implementation . 473.1Principles and Tasks. 473.2The Airport Selection . 483.3Simulation. 513.3.1Simulation Flowchart . 513.3.2Target Track . 523.3.2.1 Track Path Layout. 523.3.2.2 Target Track Database Design . 533.3.2.3 Intruder Track Design . 553.3.3Image Processing. 58v
3.3.3.1 Image Pre-treatment . 583.3.3.2 Image Filtering . 583.3.3.3 Image Enhancement. 593.3.4Map Movement and Rotation . 613.3.5Target Symbols and Scenarios . 623.3.6Incursion Alert Generating. 643.3.6.1 Principle and Model . 643.3.6.2 Alert Display. 653.3.7AMM Model . 673.3.8Clearance Assigning Interface. 683.3.8.1 Configuration . 683.3.8.2 Operation Instructions. 694 Simulation Results . 704.1Simulation Cases. 704.1.1Taxiway Movements. 704.1.1.1 Case 1 . 704.1.1.2 Case 2 . 714.1.2Runway Occupation . 724.2Simulation Scenarios . 724.2.1Taxiway Movements. 724.2.1.1 Case 1 . 724.2.1.2 Case 2 . 734.2.2Runway Occupation . 755 Discussion and Conclusion . 795.1Completed Tasks and Current Limitations. 795.2Future Work. 81REFERENCE . 83APPENDIX A Airport Movement Operation Approach Comparison . 86APPENDIX B Image Filtered Layers . 88APPENDIX C Codes for Image Filtering . 91APPENDIX D Instruction for Clearance Assigning . 97APPENDIX E Group Design Report . 100LIST OF FIGURESFigure 2-1 Integrated representation of closed runways and taxiways on. 27Figure 2-2 Visualisation of traffic, FMS-selected runway and assigned taxi routeon the AMM [10] . 28Figure 2-3 Visualisation of runway incursion alert [10] . 28Figure 2-4 A-SMGCS display on the ground control desk. 29Figure 2-5 Runway and non-runway incursion [1] . 31Figure 2-6 US runway incursions form 1994-2001[11] . 32Figure 2-7 Number of Runway Incursion Types Involving At Least One . 33Figure 2-8 Airport incursion categories by movement process and. 34Figure 2-9 Longitudinal spacing parameters [2] . 35Figure 2-10 Airport incursion categories by increasing severity [1] . 36vi
Figure 2-11 A-SMGCS function [8]. 37Figure 2-12 Surveillance function [8] . 38Figure 2-13 Avionics system architecture on the ground [10]. 40Figure 2-14 Avionics system architecture onboard [10]. 45Figure 3-1 Layout of Cranfield airport. 49Figure 3-2 Cranfield airport information for guidance . 49Figure 3-3 Simulation flowchart . 51Figure 3-4 Main program flowchart for target track database establishment. 54Figure 3-5 Intruder relative position calculation . 56Figure 3-6 Intruder relative rotation calculation . 56Figure 3-7 Intruder heading calculation . 57Figure 3-8 Main program flowchart for intruder movement updating . 57Figure 3-9 Digital map in RGB. 58Figure 3-10 AMM without image enhancement . 59Figure 3-11 Main program flowchart for enhanced image filtering. 61Figure 3-12 Main program flowchart for map display . 62Figure 3-13 ownship symbol. 63Figure 3-14 Intruder symbol . 63Figure 3-15 Alert image . 66Figure 3-16 Runway Occupation Scenario . 66Figure 3-17 Main Simulink model layout . 67Figure 3-18 Embedded program flowchart for AMM display block . 68Figure 3-19 GUI for clearance . 69Figure 4-1 Taxiway movement without collision . 73Figure 4-2 Ownship moves on taxiway A . 73Figure 4-3 Intruder moves on taxiway B, with hold point B1, A2, A3 between theownship and intrder . 74Figure 4-4 Intruder has passed the hold point behind it and there is only onehold point for the ownship to stop. 74Figure 4-5 The distance between the ownship and intruder is less than St(Equation 2-1). 75Figure 4-6 Ownship moves on Taxiway A and towards the Runway. 75Figure 4-7 Ownship on Runway Edge. 76Figure 4-8 Ownship moves on runway before Runway Hold Short Lights. 76Figure 4-9 Intruder moves close to runway; Ownship stops beforeRunway HoldShort Lights . 77Figure 4-10 Intruder moves on runway; Ownship stops before Runway HoldShort Lights . 77Figure 4-11 Intruder moves on runway; Ownship stops before Runway HoldShort Lights . 78Figure 4-12 Intruder leaves runway; Occupation warning disappears. 78LIST OF TABLESTable 2-1 Indicators and metrics for assessment of EMMA A-SMGCS benefits[4] . 18vii
Table 2-2 Surface movement management technologies[9] . 23Table 2-3 Surveillance Technology Category [9]. 24Table 3-1 Cranfield airport runway information [11]. 50Table 3-2 Taxiway Hold Point Configuration . 53Table 4-1 Taxiway movement case 1. 71Table 4-2 Taxiway movement case 2. 71Table 4-3 Runway movement case 1 . 72LIST OF EQUATIONS(2-1). 34(2-2). 34(3-1). 56(3-2). 64viii
1 Introduction1.1Project Introduction1.1.1 Project Aims and ObjectivesThis project aims to complete the following items relevant to A-SMGCS: An investigation into the system concept, including the developmentbackground, industry standards, performance requirements, techniquesignificance, function architectures and subsystem structures; An analysis for the airport surface traffic condition, focus on the runwayincursion estimatition, going together with a FAA Runway Safety Report [1]; An simulation implementing the main functions required by ICAO ASMGCS manual [2], covering the AMM display and collision alerting.To meet the project aims, work items conducted during the study are dividedinto five main parts: Description of the investigation about the A-SMGCS system, includingbackground, development, industry standards, performance requirements,technique benefits; Analysis of the airport surface incursions, including the classification of theoccurrence cases, and the estimation of the incursion severities; Illustration of the ground-onboard A-SMGCS architectures shown byflowchart diagrams, together with the explanations of the basic A-SMGCSfunctions and algorithms; Simulation of the A-SMGCS basic functions; the simulation is based on theA-SMGCS practical operations identified previously, and presented in anAMM display.9
Evaluation of the progresses and the limitations based on the projectachievements, bringing forward several possible expanding in the futurework.By understanding the survey of practical surface movement operationaltechnologies and the accidents records extracted from FAA and ASRS report,the taxiway and runway accidents are divided into different cases and levels,which is the application environment of the A-SMGCS functions.The next step introducing the system architecture and its working principlesdemonstrates the A-SMGCS basic functions. The system discussed in this partbelongs to A-SMGCS Level 2.The implementation algorithm is based on the airport surface incursiondefinition and the A-SMGCS functions, generating the results as following: The AMM for pilots and ground controllers; The airport surface clearance setting window as the ATC HMI.The simulation results illustrate the basic A-SMGCS HMI operations and AMMscenarios, coming to a conclusion covering the project achievements andlimitations.The last part of the work is to demonstrate the possible developments for thecurrent achievements, in terms of: The supplementations to the system function implementations, simulatingsystem performance more precisely and practically; The extension for the aircraft operation phases, from the ground movementto the flight.1.1.2 Project TasksFour main tasks are conduct in the project.10
Preliminary work: A review of existing work and literature in the field ofstudy, and the selection of the airport with existing surface paths have beenundertaken. Airport traffic condition analysis: To define the vehicle traffic within the movearea, especially identifying the classifications and the severity levels of thesurface incursions. System establishment: the A-SMGCS layout and block diagrams have beenbuilt, implementing surveillance approaches, data processing, informationtransmission, and terminal HMI. Function simulation: Based on the established system architecture andfunction definitions, the simulation of airport surface operation and possiblecollision occasion has been implemented to illustrate the basic system HMIand AMM display scenarios.1.1.3 Overview of Report ChaptersThe following is a brief description of the contents of each chapter in this report. Introduction: A brief introduction about the A-SMGCS background, and thecorresponding project structure. xistingtechnologies and the work carried out on the related simulation. Accidents Analysis and Classifications: The conclusion of the existingstatistical documents about accidents happening during the latest twodecades, followed by extraction of typical incident cases. The accidents aredivided into geometrical classifications and severity levels. System Functions Configurations and Architectures: The establishment of aflowchart diagram of the system function. The system functions andworkflows are described here correspondingly.11
Simulation Implementation: The introduction of the simulation softwareemployed and the implementation flowchart. Simulation Results: To present the progress made in the simulation,including the models, GUI interface, and the corresponding AMM displayscenarios. Conclusion: The conclusion of the work completed currently, and andiscussion about possible future work related to the project.1.2Project BackgroundDuring the latest decades, the global air transportation industry has beenexperiencing sharp growth, and due to the increasing traffic density, airportmanagement capability faces huge challenges of congestions and incursions,combined with the complexity of airport operation, which leads to unforgivingerrors made by pilots, ground controllers and surface vehicles drivers. Thisproduces an airport movement record far from safe-critical. The NAS continueto experience approximately one runway incursion per week, which is classifiedas significant or a barely avoided collision (FAA 2004) [1].It is estimated that forevery 350,000 surface traffic one severe runway incursion occurs and for every66 million movements one accident is caused by runway incursion. With 18million movements on the ECAC airports per year, this results in one runwayincursion related accident every 3.7 years.Traditionally, the pilots follow the radio communication navigations from theground controllers via preset radio channel to route the surface movement,combining with an airport routing point paper chart in the cockpit. The pilots andvehicle drivers judge the surface traffic by visual signals, such as airfieldmarkings (e.g. painted central lines), lightings, and signs. As a result, theweather conditions can significantly affect their capabilities of these agents to“see and be seen”. Meanwhile, the movement controllers rely on the pilots’reports and the surface radar to monitor the surface spacing and potential12
incursion. Consequently for the ground controllers there are two main difficultiesin their jobs: To memorize the routing navigations given to the pilots; To deliver the real-time emergent path change to the pilot if it is necessary.Meanwhile for the pilots, vehicle drivers, and controllers, there are noprescribed separation minima, and they have to share the responsibilities ofavoiding surface incursions.All airports have some sorts of SMGCS. As shown in the Manual of SurfaceMovement Guidance and Control Systems (SMGCS) [2], the systemperformances include guidance and routing for aircraft and field vehicles. Thesimplest SMGCS provides painted guidelines and signs as navigating guidance,while the most complex form consists of switched taxiway centre lines and stopbars which accomplish the routing functions.Under the SMGCS, the control to the pilots and vehicle drivers are usuallyprovided from the air traffic controllers next to the operating areas, by sendingtraffic directions though voice communication. Meanwhile, the airport controllersreceive movement awareness from pilots’ reports and radar, such as SSR(Secondary Surveillance Radar) and Surface Movement Radar (SMR). Underlow-visible weather conditions, the SMGCS provides plans to direct the surfacemovement. Furthermore, depending on the regulations and policies in Air TrafficService (ATS), the organizational responsibilities, and the configuration andfacilities in the airport, SMGCS provides the operation procedures specific foreach airport.However, without practically effective means of cooperative surveillance, theSMGCS does not support enough satisfying capabilities to identify the positionsand movement of aircraft and vehicles in interested areas, and relevantly thereare no automatic potential incursion alerts based on spacing monitoring, whichleads to a surface traffic safety situation far from the required level.13
Firstly, the pilots and vehicle drivers lose their judgments about the ownshipmovement and possible intruders as accurate as in ideal visual circumstances.Furthermore, the controllers suffer overload navigation work of collectingmovement information and arranging the routing. In addition, due to limitation ofvoice communication Bandwidth and transmission speed, the informationtransmitting congestion causes negative impacts on the deliveries of controldirections or the modification of them.The traditional SMGCS operational method leaves chance to several elementsto generate negative effects on airport traffic .The weather condition, such asrain, fog or darkness, might lead to airport movement delay or incursions, andconsequently seriously impact the airport surface movement efficiency andsafety.Regarding the human factor, the overload for both the pilots and groundcontroller is increasing with the traffic pressure growth, which could result inhigher risks of human errors relative to incursions.Taking the capability of radio communication into account, the requirement forreal-time transmission of routing navigation switching can be difficult to meetdue to the frequency of band congestion or unstable signal quality. In the caseof airport vehicle traffic, the possibility of delay and incursions also exist due tothe traditional operation.The mentioned problems generate not only low-efficient surface movement, butalso serious incidents and accidents. To meet the requirement of preventing therunway incursions and improving the airport surface operating capabilities,NASA and its partners have developed an advanced surface movementguidance and control system (A-SMGCS), including both the architecture andoperation procedure of the system.14
2 Literature Review2.1Industry RegulationsFrom the definition of ICAO [2], the A-SMGCS level function includes four parts,which are guidance, surveillance, control, routing. Guidance is the function thatprovides navigation information to the aircraft on the airport surface. Thesurveillance function provides a position report of all aircraft within themovement area. The Air Traffic Control (ATC) function provides the conflictresolutions. The routing function designates the route for each aircraft or vehicleon the movement area. [3]The general and specific requirements for presumption A-SMGCS conform toSES
FIS-B Flight Information Services -Broadcast FMS Flight Management System GPS Global Positional Satellite GUI Graphical User Interface HMI Human Machine Interface ICAO AWOP International Civil Aviation Organization All Weather Operations Panel ID Identification INS Inertial Navigation System LAAS Local Area Augmentation System
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