CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
This document outlines the course material for the Air Traffic Control and Planning course AE 2305 at KIT - Kalaignar Karunanidhi Institute of Technology. It discusses 5 units that make up the course:
1. Basic concepts of air traffic control including objectives, services provided, classification of airspace, and application of air traffic control.
2. Air traffic services including area control service, flight plans, and separation standards.
3. Flight information, alerting services, coordination procedures and rules of the air.
4. Aerodrome characteristics including data, physical characteristics, and obstacle restrictions.
5. Visual aids for navigation and denoting obstacles, and emergency services.
The document discusses air traffic control (ATC) principles and processes. It describes how ATC centers use radar, flight plan data processing, and other systems to monitor aircraft, ensure safe separation between flights, and manage airspace flow. It covers topics like radar tracking of aircraft, coordination between ATC sectors, surveillance technologies, and flight data exchange standards.
The document defines key performance indicators (KPIs) and key performance areas (KPAs) to monitor airside airport performance across Europe as part of the ATMAP project. It identifies a set of high-level KPIs such as traffic volume, capacity, punctuality, efficiency, and predictability. The KPIs are defined and can be broken down using data from various sources to provide a consistent approach to measuring airport airside performance across Europe.
Aviation Feed - Airbus A320_ Aircraft Condition Monitoring Systems.pdfk.m.sathiskumar
This document discusses aircraft condition monitoring systems used on Airbus A320 aircraft. It describes how flight data is collected from sensors and recorded by the flight data acquisition unit. This data is then transmitted to the ground where it is used to monitor aircraft performance and generate reports. It focuses on using this data to detect issues like engine bleed problems early through customized monitoring reports. Ultrasonic testing is also discussed as a method to detect cracks or leaks in aircraft components like those in the bleed system.
5.15 Typical electronic digital aircraft systemslpapadop
This document provides an overview of typical electronic and digital aircraft systems. It discusses computer maintenance systems, ACARS, EFIS, EICAS/ECAM, fly-by-wire, flight management systems, GPS, inertial navigation systems, traffic collision avoidance systems, and flight data recorders. It also describes built-in test equipment, on-board maintenance facilities, and how various systems monitor aircraft data and perform tests. Finally, it provides details on electronic flight instrument systems, cockpit displays, and how fly-by-wire replaces manual flight controls with electronic signaling.
There are four levels of maintenance
Line replacement unit (LRU)-level maintenance.
Shop replacement unit (SRU)-level maintenance.
Depot-level maintenance.
Factory-level or manufacturer-level maintenance.
This document discusses the evolution of flight deck instrumentation from mechanical to modern digital displays. It provides an overview of the basic components of instruments, including sensors, processors, and indicators. It then discusses developments like moving sensors away from indicators and incorporating data buses and computer networks to process and send signals to aircraft instruments and displays. The document will assess the integration of voice recognition technology onto commercial aircraft flight decks.
ACARS is an aircraft data communication system that allows transmission of messages between aircraft and ground stations for air traffic control, airline operations control, and maintenance. It uses VHF radio or satellite to transmit messages in a standardized format. Main message types include air traffic control, airline operations control, and maintenance messages. ACARS interfaces with flight management systems and cockpit display units.
This document outlines the course material for the Air Traffic Control and Planning course AE 2305 at KIT - Kalaignar Karunanidhi Institute of Technology. It discusses 5 units that make up the course:
1. Basic concepts of air traffic control including objectives, services provided, classification of airspace, and application of air traffic control.
2. Air traffic services including area control service, flight plans, and separation standards.
3. Flight information, alerting services, coordination procedures and rules of the air.
4. Aerodrome characteristics including data, physical characteristics, and obstacle restrictions.
5. Visual aids for navigation and denoting obstacles, and emergency services.
The document discusses air traffic control (ATC) principles and processes. It describes how ATC centers use radar, flight plan data processing, and other systems to monitor aircraft, ensure safe separation between flights, and manage airspace flow. It covers topics like radar tracking of aircraft, coordination between ATC sectors, surveillance technologies, and flight data exchange standards.
The document defines key performance indicators (KPIs) and key performance areas (KPAs) to monitor airside airport performance across Europe as part of the ATMAP project. It identifies a set of high-level KPIs such as traffic volume, capacity, punctuality, efficiency, and predictability. The KPIs are defined and can be broken down using data from various sources to provide a consistent approach to measuring airport airside performance across Europe.
Aviation Feed - Airbus A320_ Aircraft Condition Monitoring Systems.pdfk.m.sathiskumar
This document discusses aircraft condition monitoring systems used on Airbus A320 aircraft. It describes how flight data is collected from sensors and recorded by the flight data acquisition unit. This data is then transmitted to the ground where it is used to monitor aircraft performance and generate reports. It focuses on using this data to detect issues like engine bleed problems early through customized monitoring reports. Ultrasonic testing is also discussed as a method to detect cracks or leaks in aircraft components like those in the bleed system.
5.15 Typical electronic digital aircraft systemslpapadop
This document provides an overview of typical electronic and digital aircraft systems. It discusses computer maintenance systems, ACARS, EFIS, EICAS/ECAM, fly-by-wire, flight management systems, GPS, inertial navigation systems, traffic collision avoidance systems, and flight data recorders. It also describes built-in test equipment, on-board maintenance facilities, and how various systems monitor aircraft data and perform tests. Finally, it provides details on electronic flight instrument systems, cockpit displays, and how fly-by-wire replaces manual flight controls with electronic signaling.
There are four levels of maintenance
Line replacement unit (LRU)-level maintenance.
Shop replacement unit (SRU)-level maintenance.
Depot-level maintenance.
Factory-level or manufacturer-level maintenance.
This document discusses the evolution of flight deck instrumentation from mechanical to modern digital displays. It provides an overview of the basic components of instruments, including sensors, processors, and indicators. It then discusses developments like moving sensors away from indicators and incorporating data buses and computer networks to process and send signals to aircraft instruments and displays. The document will assess the integration of voice recognition technology onto commercial aircraft flight decks.
Hardware assessment and validation are major parts of developing modern digital avionics systems. The assessment process involves fault tree analysis and failure mode effects analysis to evaluate reliability. Certification by regulatory authorities is also a key concern, particularly FAR Part 25.1309 which establishes requirements for equipment, systems, and installations to ensure safe flight. The document discusses factors like capability, reliability, maintainability, and cost that avionics systems must consider to receive certification.
This document provides an overview of real-time systems and air traffic control, including:
- Real-time operating systems aim to serve application requests nearly in real-time by offering more control over process priorities and minimizing interruptions.
- Air traffic control involves ground-based controllers who direct aircraft to prevent collisions, organize traffic flow, and provide information to pilots.
- The V-Model is a product development process originally developed for defense projects that has become a standard in software development, with verification and validation stages mapped against corresponding development stages.
Elements Of Aircraft Maintenance Reserve Development Iata Mccspackert
The document summarizes elements of developing maintenance reserves for aircraft leasing. It discusses significant maintenance events like heavy structural inspections and engine overhauls. Factors that influence maintenance reserve parameters and rates are outlined, such as aircraft age, flight cycles, and engine thrust rating. Methods for establishing reserve rates and examples of calculations are provided.
Graded Unit Project Fuel Purification Final Report Online Submission (1)Steven Brady
This document provides the final design for a fuel purification system for a new marine vessel called the MAERSK Braveheart. The design includes purification systems for heavy fuel oil, lube oil, and diesel oil. Alfa Laval, Westfalia, and Mitsubishi purification units were considered, with Alfa Laval selected as the preferred option based on an evaluation. The design includes system diagrams, component selections, layouts of the purification room including ventilation and maintenance facilities, safety features like fire protection, and cost estimates. Deliverables such as calculations, drawings, and documentation are provided to fully specify the purification system design for the client.
Benefit/Cost Analysis For Ait Traffic Control Towers PresentationÜlger Ahmet
The document discusses benefit-cost analyses for air traffic control towers. It provides an overview of what a benefit-cost ratio is in the context of air traffic control towers, why such analyses are required, how the ratios are calculated using various data inputs, and how the results are used. Default values and methodologies used in the benefit-cost program are also outlined.
The digital revolution comes to Aircraft Maintenance, Repair and Overhaul (MRO)PMI-Montréal
A commercial transport aircraft has been described as a million parts flying in close formation. Maintaining detailed records on all of these parts and components is both a regulatory and a “good business” requirement-- a massive, hugely paper-intensive activity
Now however, the digital revolution offers the opportunity to transform maintenance by removing paper in favor of electronic record-keeping. The ultimate goal is to simplify maintenance operations using paperless technologies, thereby facilitating regulatory compliance and enabling new processes that will drive down costs.
Join us for a special breakfast meeting on Tuesday 12 May at IATA’s offices for a presentation by IATA Senior Vice President, Safety and Flight Operations, Capt. Kevin Hiatt, and the project lead, Dr. Chris Markou, as they provide first-hand insights into how this immense project will impact the future of aviation.
Speakers
In February 2014, Kevin Hiatt joined the International Air Transport Association (IATA) as Senior Vice President of Safety and Flight operations. In that position, he is responsible for five divisions and over 100 team members providing safety, operational, audit, quality, air traffic, and data support and information.
Kevin joins IATA from the Flight Safety Foundation (FSF) where he was appointed President and CEO in 2013, having joined FSF in 2010 as Executive Vice President. Kevin previously served as Vice President for Corporate Safety and Security for World Airways, and was with Delta Air Lines for 26 years in various positions, including Chief Pilot at the Hartsfield-Jackson Atlanta International Airport Pilot Crew Base from 2002 to late 2005.
Chris Markou is working on Airline Operations Cost Management and Efficiency Improvement, exploring various cost reduction opportunities, efficiencies and synergies between the different airline functions. Chris has initiated the “Paperless Aircraft Operations” industry Think Tank to innovate the Airline Maintenance Operations through acceptance of new technologies and electronic acceptance of current paper functions. He is the Secretary to IATA’s Maintenance Cost Task Force (MCTF), the Airline Cost Management Group (ACMG) and the Aircraft Leasing Advisory Group (ALAG).
Before joining IATA, Chris worked at Delta Air Lines in the Technical Operations (TechOps) Division. He developed the strategic framework in expanding TechOps into one of the leading airline MROs. Throughout his tenure at Delta he held various positions including Manager for Business Development and General Manager for Technical Sales – Marketing – Customer Service.
Before joining Delta, he was an Assistant Professor at Emory University and Research Professor at Georgia Tech. Chris holds graduate degrees from Georgia Tech (MS and Ph.D. in Aerospace Engineering) and from Emory University’s Business School (Executive MBA). Chris has a Diploma from the Mechanical Engineering Department of the Aristotelian Univ. o
The document provides an overview of airport master planning. It discusses that airport master planning is a concept to develop the ultimate vision for an airport over time. It involves both aviation and non-aviation development and provides guidelines for future airport development. Key elements of a master plan include evaluating existing facilities, forecasting future demand, developing facility requirements and concepts, addressing environmental impacts, and establishing implementation plans. The document then provides examples of master plans, including one for Los Angeles International Airport.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
This document discusses avionics systems used in aircraft. It states that avionics systems are dependent on electronics and account for a significant portion of an aircraft's total cost, ranging from 30% to over 75% depending on the aircraft type. The key roles of avionics systems are to enable safe and efficient mission accomplishment for military aircraft and air traffic control and all-weather operation for civil aircraft. Important considerations in avionics system design include increased safety, reliability, maintainability, and reduction in life cycle costs. The document outlines various avionics components, subsystems, architectures, and display technologies used in aircraft.
The document discusses airfield ground lighting (AGL) systems. It explains that AGL provides visual aids for aircraft navigation through communication, visual aids like lighting systems, and surveillance. It then defines various aeronautical terms like aerodrome and airfield. It also lists international organizations that set standards for AGL, such as ICAO, FAA, and DGCA, as well as the types of documents they publish to regulate AGL.
The document discusses inspections required on certificated aircraft according to FAR regulations. It covers the following key points:
- Owners are responsible for maintaining airworthiness and complying with inspections and airworthiness directives.
- Inspections required include annual inspections, 100-hour inspections, and inspections selected from FAA-approved programs depending on the aircraft type and operation.
- Additional inspections include altimeter and static system inspections every 24 months and transponder inspections every 24 months if the aircraft is equipped with a transponder.
This presentation is about the Avionics System Standards in terms of hardware and software briefly discussing the DO-254( ) and DO-178( ) as required for basic understanding.
OBJECTIVE
Familiarization of the student with avionics suite of Boeing-777 a 4th generation aircraft comprising of following Subsystems:
1) HMI
2) AIRDATA System
3) Radar System
4) Communication system
5) Navigation system
6) Computer(s)
7) Data bus(es)
The document discusses digital computer systems used in aircraft. It describes the basic components of a computer including the central processing unit (CPU), memory, and input/output devices. The CPU contains an arithmetic logic unit, control unit, and registers. Data storage includes read-only memory (ROM), random access memory (RAM), and battery-backed memory. Computers systems use bus systems to connect components via address, data, and control buses. Modern aircraft use multiple redundant bus systems and protocols like ARINC 429 for serial data transfer between avionic systems.
The document discusses the transition from traditional NOTAM (Notice to Airmen) messages to digital NOTAM (DIGITAM). It describes some issues with the current NOTAM system and outlines the characteristics of DIGITAM, including being geo-referenced, temporal, linked to static data, transformable, and electronically distributable. It also discusses the Aeronautical Information Exchange Model (AIXM) data standard and how DIGITAM could be implemented for different aeronautical event categories.
This document provides an overview of electronic flight instrumentation systems. It describes key components like the pitot-static system, angle of attack system, central air data computer, and various flight instruments. The pitot-static system uses pitot and static pressure ports to provide pressure inputs for instruments indicating altitude, airspeed, and vertical speed. A central air data computer applies corrections to improve the accuracy of these instruments, especially at high speeds and altitudes. The document discusses the principles and components of various instrumentation systems.
The document discusses the factors that influence airport runway configuration and layout. The four basic runway configurations are single runway, parallel runways, open-V runways, and intersecting runways. Runway layout is determined by operational capacity needs, environmental concerns, terrain, weather patterns, and the types of aircraft using the airport.
The document provides guidance for maintenance technicians and inspection authorization holders on performing aircraft inspections. It discusses the importance of inspections, building relationships with aircraft owners, explaining inspection requirements to owners, and ensuring discrepancies found are properly addressed. It also reviews sample inspection requirements for specific aircraft, including reviewing registration, manuals, records, the type certificate data sheet, and completing a full inspection to verify airworthiness.
Airport Collaborative Decision Making (A-CDM) provides a framework for airports, airlines, air traffic control and ground handlers to share operational information in real-time to improve efficiency. Key elements of A-CDM include sharing estimated and actual times of arrival and departure, implementing variable taxi times for more accurate predictions, and using pre-departure sequencing to balance runway usage. A-CDM can help manage disruptions and enhance capacity utilization during adverse conditions through improved communication. Linking airports to air traffic flow management networks allows for more accurate estimated times of take-off and integrated priority handling. Overall A-CDM benefits include improved predictability, resource efficiency, and situational awareness for all stakeholders.
Hardware assessment and validation are major parts of developing modern digital avionics systems. The assessment process involves fault tree analysis and failure mode effects analysis to evaluate reliability. Certification by regulatory authorities is also a key concern, particularly FAR Part 25.1309 which establishes requirements for equipment, systems, and installations to ensure safe flight. The document discusses factors like capability, reliability, maintainability, and cost that avionics systems must consider to receive certification.
This document provides an overview of real-time systems and air traffic control, including:
- Real-time operating systems aim to serve application requests nearly in real-time by offering more control over process priorities and minimizing interruptions.
- Air traffic control involves ground-based controllers who direct aircraft to prevent collisions, organize traffic flow, and provide information to pilots.
- The V-Model is a product development process originally developed for defense projects that has become a standard in software development, with verification and validation stages mapped against corresponding development stages.
Elements Of Aircraft Maintenance Reserve Development Iata Mccspackert
The document summarizes elements of developing maintenance reserves for aircraft leasing. It discusses significant maintenance events like heavy structural inspections and engine overhauls. Factors that influence maintenance reserve parameters and rates are outlined, such as aircraft age, flight cycles, and engine thrust rating. Methods for establishing reserve rates and examples of calculations are provided.
Graded Unit Project Fuel Purification Final Report Online Submission (1)Steven Brady
This document provides the final design for a fuel purification system for a new marine vessel called the MAERSK Braveheart. The design includes purification systems for heavy fuel oil, lube oil, and diesel oil. Alfa Laval, Westfalia, and Mitsubishi purification units were considered, with Alfa Laval selected as the preferred option based on an evaluation. The design includes system diagrams, component selections, layouts of the purification room including ventilation and maintenance facilities, safety features like fire protection, and cost estimates. Deliverables such as calculations, drawings, and documentation are provided to fully specify the purification system design for the client.
Benefit/Cost Analysis For Ait Traffic Control Towers PresentationÜlger Ahmet
The document discusses benefit-cost analyses for air traffic control towers. It provides an overview of what a benefit-cost ratio is in the context of air traffic control towers, why such analyses are required, how the ratios are calculated using various data inputs, and how the results are used. Default values and methodologies used in the benefit-cost program are also outlined.
The digital revolution comes to Aircraft Maintenance, Repair and Overhaul (MRO)PMI-Montréal
A commercial transport aircraft has been described as a million parts flying in close formation. Maintaining detailed records on all of these parts and components is both a regulatory and a “good business” requirement-- a massive, hugely paper-intensive activity
Now however, the digital revolution offers the opportunity to transform maintenance by removing paper in favor of electronic record-keeping. The ultimate goal is to simplify maintenance operations using paperless technologies, thereby facilitating regulatory compliance and enabling new processes that will drive down costs.
Join us for a special breakfast meeting on Tuesday 12 May at IATA’s offices for a presentation by IATA Senior Vice President, Safety and Flight Operations, Capt. Kevin Hiatt, and the project lead, Dr. Chris Markou, as they provide first-hand insights into how this immense project will impact the future of aviation.
Speakers
In February 2014, Kevin Hiatt joined the International Air Transport Association (IATA) as Senior Vice President of Safety and Flight operations. In that position, he is responsible for five divisions and over 100 team members providing safety, operational, audit, quality, air traffic, and data support and information.
Kevin joins IATA from the Flight Safety Foundation (FSF) where he was appointed President and CEO in 2013, having joined FSF in 2010 as Executive Vice President. Kevin previously served as Vice President for Corporate Safety and Security for World Airways, and was with Delta Air Lines for 26 years in various positions, including Chief Pilot at the Hartsfield-Jackson Atlanta International Airport Pilot Crew Base from 2002 to late 2005.
Chris Markou is working on Airline Operations Cost Management and Efficiency Improvement, exploring various cost reduction opportunities, efficiencies and synergies between the different airline functions. Chris has initiated the “Paperless Aircraft Operations” industry Think Tank to innovate the Airline Maintenance Operations through acceptance of new technologies and electronic acceptance of current paper functions. He is the Secretary to IATA’s Maintenance Cost Task Force (MCTF), the Airline Cost Management Group (ACMG) and the Aircraft Leasing Advisory Group (ALAG).
Before joining IATA, Chris worked at Delta Air Lines in the Technical Operations (TechOps) Division. He developed the strategic framework in expanding TechOps into one of the leading airline MROs. Throughout his tenure at Delta he held various positions including Manager for Business Development and General Manager for Technical Sales – Marketing – Customer Service.
Before joining Delta, he was an Assistant Professor at Emory University and Research Professor at Georgia Tech. Chris holds graduate degrees from Georgia Tech (MS and Ph.D. in Aerospace Engineering) and from Emory University’s Business School (Executive MBA). Chris has a Diploma from the Mechanical Engineering Department of the Aristotelian Univ. o
The document provides an overview of airport master planning. It discusses that airport master planning is a concept to develop the ultimate vision for an airport over time. It involves both aviation and non-aviation development and provides guidelines for future airport development. Key elements of a master plan include evaluating existing facilities, forecasting future demand, developing facility requirements and concepts, addressing environmental impacts, and establishing implementation plans. The document then provides examples of master plans, including one for Los Angeles International Airport.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
This document discusses avionics systems used in aircraft. It states that avionics systems are dependent on electronics and account for a significant portion of an aircraft's total cost, ranging from 30% to over 75% depending on the aircraft type. The key roles of avionics systems are to enable safe and efficient mission accomplishment for military aircraft and air traffic control and all-weather operation for civil aircraft. Important considerations in avionics system design include increased safety, reliability, maintainability, and reduction in life cycle costs. The document outlines various avionics components, subsystems, architectures, and display technologies used in aircraft.
The document discusses airfield ground lighting (AGL) systems. It explains that AGL provides visual aids for aircraft navigation through communication, visual aids like lighting systems, and surveillance. It then defines various aeronautical terms like aerodrome and airfield. It also lists international organizations that set standards for AGL, such as ICAO, FAA, and DGCA, as well as the types of documents they publish to regulate AGL.
The document discusses inspections required on certificated aircraft according to FAR regulations. It covers the following key points:
- Owners are responsible for maintaining airworthiness and complying with inspections and airworthiness directives.
- Inspections required include annual inspections, 100-hour inspections, and inspections selected from FAA-approved programs depending on the aircraft type and operation.
- Additional inspections include altimeter and static system inspections every 24 months and transponder inspections every 24 months if the aircraft is equipped with a transponder.
This presentation is about the Avionics System Standards in terms of hardware and software briefly discussing the DO-254( ) and DO-178( ) as required for basic understanding.
OBJECTIVE
Familiarization of the student with avionics suite of Boeing-777 a 4th generation aircraft comprising of following Subsystems:
1) HMI
2) AIRDATA System
3) Radar System
4) Communication system
5) Navigation system
6) Computer(s)
7) Data bus(es)
The document discusses digital computer systems used in aircraft. It describes the basic components of a computer including the central processing unit (CPU), memory, and input/output devices. The CPU contains an arithmetic logic unit, control unit, and registers. Data storage includes read-only memory (ROM), random access memory (RAM), and battery-backed memory. Computers systems use bus systems to connect components via address, data, and control buses. Modern aircraft use multiple redundant bus systems and protocols like ARINC 429 for serial data transfer between avionic systems.
The document discusses the transition from traditional NOTAM (Notice to Airmen) messages to digital NOTAM (DIGITAM). It describes some issues with the current NOTAM system and outlines the characteristics of DIGITAM, including being geo-referenced, temporal, linked to static data, transformable, and electronically distributable. It also discusses the Aeronautical Information Exchange Model (AIXM) data standard and how DIGITAM could be implemented for different aeronautical event categories.
This document provides an overview of electronic flight instrumentation systems. It describes key components like the pitot-static system, angle of attack system, central air data computer, and various flight instruments. The pitot-static system uses pitot and static pressure ports to provide pressure inputs for instruments indicating altitude, airspeed, and vertical speed. A central air data computer applies corrections to improve the accuracy of these instruments, especially at high speeds and altitudes. The document discusses the principles and components of various instrumentation systems.
The document discusses the factors that influence airport runway configuration and layout. The four basic runway configurations are single runway, parallel runways, open-V runways, and intersecting runways. Runway layout is determined by operational capacity needs, environmental concerns, terrain, weather patterns, and the types of aircraft using the airport.
The document provides guidance for maintenance technicians and inspection authorization holders on performing aircraft inspections. It discusses the importance of inspections, building relationships with aircraft owners, explaining inspection requirements to owners, and ensuring discrepancies found are properly addressed. It also reviews sample inspection requirements for specific aircraft, including reviewing registration, manuals, records, the type certificate data sheet, and completing a full inspection to verify airworthiness.
Airport Collaborative Decision Making (A-CDM) provides a framework for airports, airlines, air traffic control and ground handlers to share operational information in real-time to improve efficiency. Key elements of A-CDM include sharing estimated and actual times of arrival and departure, implementing variable taxi times for more accurate predictions, and using pre-departure sequencing to balance runway usage. A-CDM can help manage disruptions and enhance capacity utilization during adverse conditions through improved communication. Linking airports to air traffic flow management networks allows for more accurate estimated times of take-off and integrated priority handling. Overall A-CDM benefits include improved predictability, resource efficiency, and situational awareness for all stakeholders.
ACDM is an airport collaborative decision making program that seeks to improve information sharing between airlines, airports, air traffic control, and ground handlers. It aims to address issues like aircraft waiting at occupied gates or stands without ground crews by providing more accurate and timely operations information to all stakeholders. Studies have shown ACDM can offer substantial benefits like reduced delays, improved on-time performance, and cost savings for all groups with minimal investment. By improving collaboration and ensuring each partner has a complete and real-time picture of operations, ACDM helps airports and airlines operate more efficiently.
INFORM-Measuring and Monitoring Aircraft Turn Operations v3David Foster
This document discusses measuring and monitoring aircraft turn operations. It provides background on the aircraft turn process, which involves deplaning passengers, servicing the aircraft, and boarding new passengers. It describes how all components of the process are interconnected and how disturbances can impact the whole network. The document advocates for monitoring the various sub-processes of aircraft turns in real-time to proactively manage disruptions and identify issues.
The airport collaborative decision-making (A-CDM) network brings together airports, airlines, and air
navigation service providers to share timely and accurate information in order to facilitate optimal
decision-making, plan operations and improve air traffic management. Research found that aviation
service quality can be improved by integrating the A-CDM network and SERVQUAL together with Kano’s
model to enhance service quality and improve network operational efficiency. The theory and methods of
the A-CDM network combined with information technology and process innovation can maximise the
serviceability of the aviation industry to improve network operation at the airport concerned.
The airport collaborative decision-making (A-CDM) network brings together airports, airlines, and air
navigation service providers to share timely and accurate information in order to facilitate optimal
decision-making, plan operations and improve air traffic management. Research found that aviation
service quality can be improved by integrating the A-CDM network and SERVQUAL together with Kano’s
model to enhance service quality and improve network operational efficiency. The theory and methods of
the A-CDM network combined with information technology and process innovation can maximise the
serviceability of the aviation industry to improve network operation at the airport concerned.
Air Traffic Control Database Management System for Seamless TransitIRJET Journal
This document proposes an air traffic control database management system to improve efficiency. It first discusses the current air traffic control system and some shortcomings, such as delays caused by aircraft malfunctions. It then reviews several other papers on air traffic control systems and management. Finally, it proposes a database management system using MySQL and Xampp to store air traffic control data in order to help controllers manage flights more seamlessly and minimize delays. The system would track information like flight plans, aircraft locations, runways in use, and gates being used to help controllers route flights efficiently.
The document discusses plans to enhance capacity at Orlando International Airport (MCO) as passenger traffic approaches the limits of the North Terminal Complex (NTC). It proposes expanding key areas like ticket lobbies, baggage systems, and international facilities to allow the NTC to accommodate 45 million annual passengers. It also recommends building a South Airport Automated People Mover complex and parking garage to relieve pressure on the NTC. Long term, a South Terminal Complex will be developed in a demand-driven manner once the NTC hits 40 million passengers or 2 million international passengers annually.
The document discusses challenges facing the US air transportation system, including high airport operations volumes, complex environments, and minimal safety margins. It outlines various engineering and technical solutions to improve safety and address runway incursions, including improved airfield design and markings, runway status lights, enhanced taxiway centerlines, and arrestor beds. Recurrent training is required for pilots and vehicle drivers to address deviant behaviors. The goal is to reduce runway incursions by 10% by 2013 through a multidisciplinary approach committed to improving safety while increasing capacity.
This document provides an overview of the planning and design for Nasugbu Batangas Airport. It includes an inventory of existing airport facilities, a SWOT analysis, estimates of demand and capacity, and outlines the facility requirements including for a new runway. The document also discusses regional land use planning considerations and provides cost estimates and an assessment of socio-environmental impacts of developing the airport.
This document discusses aviation weather forecast solutions from IBM that can help airlines and airports optimize operations and reduce costs and delays associated with weather. It provides examples of how solutions like Fusion, Pilotbrief, and weather data APIs provide real-time weather insights that allow for safer and more efficient flight planning, routing of aircraft around turbulence and storms, and management of ground operations during adverse weather. The document also outlines services IBM provides including embedded meteorologists, briefings, and forecasts to help the aviation industry mitigate risks from weather.
CONCEPT OF OPERATIONS: THE TRANSITION FROM CREWED TO UNCREWED UAMiQHub
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Welcome to UiPath Test Automation using UiPath Test Suite series part 5. In this session, we will cover CI/CD with devops.
Topics covered:
CI/CD with in UiPath
End-to-end overview of CI/CD pipeline with Azure devops
Speaker:
Lyndsey Byblow, Test Suite Sales Engineer @ UiPath, Inc.
India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad International Airport
1. 1
Succession Planning - CONSTRUCTION
1
A-CDM driven real-time decision making
and support system
at RGIA -
A new horizon in stakeholder
management
2. 2
What is A-CDM
Airport Collaborative Decision Making (Airport CDM) is an important enabler that will
improve operational efficiency, predictability and punctuality to the ATM network and airport
stakeholders.
• It is a concept, which involves ATC, Airport Operators, Airlines & Ground Handlers to
come up with a transparent and efficient working methodology to enhance the Air Traffic
Flow and the capacity management at an airport and en-route.
• It is about partners working together and making decisions based on more accurate and
higher quality information, where every bit of information has exactly the same meaning
for every partner involved.
• It primarily revolves around various steps an airport undertakes to reduce flight delays
and resolve possible Air traffic flow conflicts
• It brings in positive impact on the operating efficiency of airport partners through
predictable reduction in buffer/ lead times for resource planning.
• It also helps in creating an information exchange platform through which preferences
and constraints of partners are known.
3. 3
A-CDM Benefits
AIRPORT OPERATOR :
Reduced environmental impacts – noise and emissions
Improved punctuality
Improved gate/stand planning and management
Additional flights and passengers possible
AIRLINES
Shorter taxi times, shorter holding before runway access,
Less Boarding gate conflict
Fuel savings
Reduced delays -> cost savings and customer satisfaction
Increased capacity with the same fleet
GROUND HANDLERS
Better planning and use of resources
Improved customer satisfaction
Increased productivity could enable ground handlers to
lower their prices
4. 4
A-CDM Benefits
AIR TRAFFIC CONTROL:
More predictable traffic - therefore reduced workload
Reduced probability of errors
Better pre-departure sequence
Higher service quality
Beneficial network effects as more airports become CDM
accredited
REGULATORS:
Safety and environmental benefits that can help meet
THE ATM NETWORK:
More available en-route and airport capacity
Improved ATFM slot adherence
Fewer wasted slots
5. 5
A-CDM Benefits
EVERYONE
Reduced apron and taxiway congestion
Mutual understanding and trust
Less stress on the system and the people within it
Higher service quality with knock-on benefits to company
image and customer satisfaction
6. 6
A-CDM Elements
The Airport CDM concept is divided in the following Elements:
Information Sharing
Milestone approach
Variable Taxi time
Collaborative pre departure sequencing
Collaborative Management of Flight updates
CDM in adverse condition
7. 7
Information Sharing
The aim of information sharing is to share latest data
important for turnaround process to all partners involved
at the right time through IT tool or A-CDM interface.
This platform should be user friendly, cost effective and
should have the capability of assimilating and
disseminating data after due validation.
Another big challenge in todays date is strike a balance
between Data Security and transparency.
8. 8
Proposed A-CDM Screen for Data sharing
Arrival
Date
Flight
No. Origin STA CTOT TOTo ETA TMO ATA ONBL
A/C
Type REG RWY Routing
Stand
no.
Variable
Taxi
time
Departure
Date Flight No. Des STD TOBT BGO BGC ASRT ASAT AOBT ATOT
A/C
Type REG RWY Routing
Stand
no.
Variable
Taxi
time
STA: Scheduled Time of Arrival
CTOT: Calculated take off time at Origin
TOTo: Take of time at Origin
ETA: Estimated time of arrival
TMO: Ten Miles out
ATA: Actual time of Arrival
ONBL: On Block Time
STD: Scheduled Time of Departure
TOBT: Target off block time
BGO: Boarding Gate Open
BGC: Boarding Gate Closed
ASRT : Start-up request
ASAT : Start-up approved
AOBT : Off Block
ATOT : Take off
9. 9
Data Source
Parameter Source
Scheduled Time of Arrival STA Airport System
Calculated take off time at Origin CTOT Airlines/Flight plan
Take of time at Origin TOTo Airlines/ Movement Msg
Estimated time of arrival ETA ATC
Ten Miles out TMO Radar/VHF
Actual time of Arrival ATA ATC
On Block Time ONBL VDGS/CCTV
Scheduled Time of Departure STD Airport System
Target off block time TOBT Airlines
Boarding Gate Open BGO Airport System
Boarding Gate Closed BGC Airport System
Start-up request ASRT VHF
Start-up approved ASAT VHF
Off Block Time AOBT GOS/CCTV
Take off ATOT ATC
10. 10
Milestone Approach
The Milestone Approach Element describes the progress of a flight from
the initial planning to the take off by defining Milestones to enable close
monitoring of significant events. It aims at generating alert trigger
whenever there is a discrepancy between the actual time and calculated
time over and above the set tolerance.
The aim is to achieve a common situational awareness and to predict
the forthcoming events for each flight with off-blocks and take off as the
most critical events
The entire concept of Milestone Approach is based on the precondition
that all relevant Stake Holders agree for Information Sharing.
The Milestone Approach combined with the Information Sharing element
is the foundation for all other Concept Elements
13. 13
Variable taxi time
• A complex airport system of runway and parking stands can result in a large
difference in taxi time. Instead of using a standard default value, a calculation
of the different permutations for stands and taxi routing based upon historic
data with operational experience will provide a set of more realistic individual
taxi times.
• For Airport CDM purposes, taxi time is considered to be:
For arriving flights:
Taxi‐in time = Actual On‐Block Time ‐ Actual Landing Time
For departing flights:
Taxi‐out time = Actual Take Off Time ‐ Actual Off‐Block Time
• Accurate taxi times are essential for calculating the following important times
in the milestones approach:
– Estimated On Block Time (EOBT)
– Estimated/Target Take Off Time (E/TTOT) and
– Calculated Take Off Time (CTOT)
14. 14
Collaborative pre departure sequencing
• Collaborative pre departure sequencing allows ATC to arrange the Target
Off Block Times (TOBT) obtained from the Turnaround Process in a way
that flights can depart from their stands in the optimum order in place of
traditional first come first serve concept.
• The main objectives of Collaborative Pre departure Sequence are:
– Enhance flexibility
– Improve punctuality
– Improve slot adherence
– Improve transparency
– Improve ground handling efficiency
– Improve stand and gate management
15. 15
Collaborative Management of Flight Updates
• This Element ensures the required operational flexibility of ATFM to cope
with modifications in departure times, due to traffic changes and
operators’ preferences. It requires the availability of precise taxi times
provided by Variable Taxi Time Calculation and the CDM Turn‐round
Process.
• The main objectives the Collaborate Management of Flight Updates are:
– Ensure the completeness of information between en‐route and airport
operations
– Improve predictability of ground operations through enhanced initial
information about inbound flights
– Improve estimates of take off times, allowing a more accurate and
more predictable view of the traffic situation, resulting in improved
ATFM slot allocation
16. 16
CDM in adverse condition
• In Adverse Conditions, A-CDM helps airports minimize the impact on
operations due to bad weather/ natural climatic condition by disseminating
relevant information in anticipation of disruptions and allowing a rapid
recovery after disruptions.
• Changes in airport capacity are communicated in real time to the Airport
part will help in proper planning and sequencing of flights.
• This will also help in the event of Airport infrastructural failure also by
communication recovery time and expected delay in turn around
procedure if any.
• This enables the development of strategies to help deal with the situation
as it evolves
17. 17
Airport Profile
• Airport situated at Hyderabad
• PPP model Airport
• Runway : Single runway of 4000M X 60M (09-27),with a parallel taxiway
• Rapid Exit taxiway= 2 each side of runway
• Exit point from Runway :10 points
• Connecting taxiway to main apron : 3
• No. of Stands :42
• Airport Capacity: 28 Mvmt/Hrs
• Peak hrs movement: 20 Mvmt
• On time Performance: 85%
• Passenger traffic : 9MPPA
• Predominate Domestic traffic
• Predominate Aircraft fleet: Q-400/ATR/B-737/A-320
18. 18
GAP Analysis
Gap analysis has been done to determine what steps need to be taken in
order to move from the current state to the desired, future state CDM airport.
The gaps of implementing ACDM at RGIA were identified by conducting GAP
analysis at each and every stage.
• Educating all partners
• Setting up Organization structure
• Setting Objectives
• Signing of MOU between partners
• Setting up CDM project plan
• Implementation Process
• Identifying Risks and their Mitigation
• Post Implementation Activities
The gap analysis was done for the major stakeholders – Airport and Airline
operator
19. 19
Cost involved
In terms of money (in million)
In terms of Man power (in man days)
Summary cost cash flow Year 1 Year 2 Average on-going
CDM project definition and
management
₹ 1.25 ₹ 1.25 ₹ 0.92
Procedures development ₹ 0.00 ₹ 0.76 ₹ 0.00
Training ₹ 0.34 ₹ 0.22 ₹ 0.34
System integration ₹ 0.89 ₹ 0.00 ₹ 0.00
Hardware ₹ 0.00 ₹ 0.00 ₹ 0.00
Total ₹ 1.68 ₹ 1.55 ₹ 1.27
Summary effort Year 1 Year 2
Average on-
going
CDM project definition and
management
270 270 20
Procedures development 0 29 0
Training 117 67 10
System integration 20 0 0
Hardware 0 0 0
Total 407 366 30
Costs incurred in
implementing CDM Costs to be incurred for a period of time
1 Project Management
10 (2 years + 8 years of post-implementation
activities)
2 Project Definition 2 years
3 Procedure Development 1 year
4 Training 4 years
5 System Integration 1 year
6 Hardware 1 year
20. 20
Benefits
Benefits by ACDM Impact
Recipient/
Benificiary
Applicable at
Airport Reasons for NO
1
Fewer Lost slots Financial Airlines Yes
2
Departure Punctuality Economic Passengers Yes
3
Reduced Outbound taxi time Financial Airlines Yes
4
Reduced ground emissions (Outbound) Economic
Local
Community
Yes
5
Reduction in Delay - Late arrivals, allocate stand/gate
with MTT to minimize reactionary delays
Financial Airlines No
Small Airport, taxing times
are too small
6
Improved cost efficiency - Ground handlers do not arrive
too EARLY at the stand
Financial Handlers Yes
7
Improve Customer Service - Ground handlers do not
arrive LATE at the stand
Financial Handlers Yes
8
Improved Asset Utilization Financial Handlers Yes
9
Improved Cost efficiency - Fuelling services at the right
place and right time
Financial Handlers Yes
10
Improved Cost efficiency - De icing services at the right
place and right time
Financial Handlers No No ICING problem
11
Reduce in Bound taxi time Financial Airlines Yes
12
Reduce ground emissions 2 (Inbound) Economic
Local
Communtiy
Yes
21. 21
C& B Analysis
The final Analysis table comprising of all the costs and benefits( Fig. in million):-
Impact Year 1 Year 2 Average on-going
Cost ₹1.68 ₹1.55 ₹1.27
Economic benefit ₹5.08 ₹7.33 ₹9.26
Financial benefit ₹15.59 ₹14.56 ₹21.62
Grand Total ₹20.82 ₹22.03 ₹30.89
The Cost to Benefit ratio is approximately more than 1:10
22. 22
Challenges in A-CDM Implementation
Following are the main challenges to implement A-CDM:
• Technological limitation
• Unwillingness to data sharing
• Mix of Government & private operated Airports.
• No Airport to Airport Data exchange platform
• No central agency for implementation (e.g Euro control)
• Surplus capacity available at most of the Indian Airports
– thus resource optimization is not the key focus area.
• No immediate benefit for Airports.
• Multi Ground Handler presence.
23. 23
Way forward for A-CDM
As of now A-CDM has more emphasis on Airside/ slot related
issue and very less focus on terminal related issues. As a
way forward, following areas can be taken care in A-CDM,
which will also impact on Operational performance, Aircraft
turnaround and OTP:
1.Integration with terminal processes
2.Reduction in Runway occupancy time
3.Touch point improvement
4.Environmental initiatives( Reduction in Scope 2 & 3
emission)
5.Improvement in baggage delivery and Handling.