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The objective of the Gale Unmanned Aircraft System (UAS) is to fill the existing critical low altitude data void in tropical systems by providing continuous measurements of the tropical cyclone boundary layer environment. The hurricane boundary layer environment is rarely observed due to the severe environment (50+ foot seas, 100+ knot winds, deepclouds), yet is critically important for improved understanding of storm systems.

Although hurricane track prediction error has been reduced by half over the past 15 years, no real gains have been made with regard to intensity forecasting, which can be off by two categories 5-10% of the time. Land-based UAS solutions have been investigated in the past (such as the Aerosonde), but are inefficient and impractical.

Some advantages of the Gale UAS air-deployed system is increased range due to the range of the mothership, no ingress/egress mission risk, and potential for significant personnel and cost savings (no team pre-deployments, minimal logistics set-up time, reduced travel and labor costs).

The Gale UAS is produced collaboratively by NOAA, Embry‑Riddle, and DynaWerks Tech. The UAS is delivered to the storm by a Lockheed P-3 Orion Hurricane Hunter and launched via free-fall AXBT chute. Real-time data, including pressure, relative humidity, temperature and GPS, is transmitted via 400MHz LoS radio to the P-3. Additional data, including heading, true and indicated airspeed, orientation, altimeter altitude, aircraft orientation, accelerations, and derived wind speeds, are transmitted via 1.6GHz SatComm to ERAU DB. All data is recorded for later analysis.

The aircraft is stowed within a sabot tube that fits into a size ‘A’ sonobuoy tube, and features flexible wings and flight control surfaces that stow within the diameter of the fuselage. Once the sabot is deployed from the P-3’s AXBT free-fall chute, the sabot drag chute opens immediately, separating the sabot from the aircraft. Once the aircraft leaves the sabot tube, empennage flight control surfaces deploy and orient the vehicle during deceleration and free-fall. Once the aircraft has slowed, the wings deploy and the aircraft begins normal flight operations.

Customers: Federal Aviation Administration (FAA) & Lockheed Martin Corporation

The primary purpose of this UAS project was to create a partnership between NASA’s Kennedy Space Center (KSC), the National Oceanic Atmospheric Administration (NOAA), and Embry‑Riddle Aeronautical University to create a test range in restricted airspace at KSC that can be used to conduct weather-related research with an unmanned aerial system. The first focus of research for an acquired UAS will be on atmospheric sciences. Embry‑Riddle worked with NOAA to develop a series of test flights, instrumented for data collection, and to integrate these flights into the restricted airspace at KSC's Shuttle Landing Facility. Lessons learned in the UAS testing, data collection and analysis can then be used to enhance UAS operations and the engineering curriculum at the University.

Customers: Command and Control Corporation & National Aeronautics and Space Administration (NASA)

The main purpose of this research project was to conduct a simulation study in order to test real-time software that more efficiently integrates future unmanned vehicle activities into the national airspace system.

Task A

Task A aims to improve weather detection and prediction, pass to TMA via SWIM-like network Evaluate SWIM-Enabled CONOPs and controller user interface concepts for ERAM based re-planning around convective weather for flights En-route to meter fix. ERAM CARTS TMA SDSS, Vendor Wx data, CWIS are the systems used.

Task D

The program objective of this task was to provide the first phase of research in the real-time exchange of flight data for flights between Europe and the United States. This phase focused on lab execution and demonstrations of recorded flight data passed between systems. The operational objective of this task was to demonstrate the potential of flight data object exchange between the international air navigation services providers (ANSPs), the U.S. oceanic air traffic control system, the U.S. domestic system, and the collaborative flight planning system to provide benefits associated with situational awareness and planning along the entire path of flight.

Task E

This primary purpose of this UAS project was to create a partnership between Kennedy Space Center, National Oceanic Atmospheric Administration (NOAA), and Embry‑Riddle Aeronautical University to develop a test range in restricted airspace at KSC that can be used to conduct weather related research with unmanned aerial systems. The first research focus for an acquired UAS will be on atmospheric sciences. Embry‑Riddle worked with NOAA to develop a series of test flights, instrumented for data collection, and to integrate these flights into the restricted airspace at KSC's Shuttle Landing Facility. Lessons learned in the UAS testing, data collection, and analysis can then be used to enhance the UAS operations and engineering curriculum at the University.

Task F

The objective of this task was to provide the first phase of research in the real-time exchange of flight data for flights operating in and around an airport’s surface. This phase was focused on engineering analysis and lab demonstrations of recorded flight data passed between systems.

The operational objective of this task was to demonstrate the potential benefits associated with situational awareness and collaborative planning along the entire life of a flight that are provided by enabling FDO exchange between airport surface stakeholders, collaborating Air Navigation Service Provider (ANSP) entities and flight operators.

Task G

The purpose of the 4D FMS (Flight Management System) TBO (Trajectory Based Operations) program is to leverage existing technology and FMS capabilities as a starting point for defining standards to meet time of arrival control requirements that are needed for future operational concepts, as well as demonstrating the potential of 4D TBO and quantifying the benefits that can be expected from these types of operations. This work will build on previous work such as Tailored Arrivals, NUP2+, CASSIS, and Trajectory Operations to enable integration of 4D TBO into the National Airspace System (NAS) in the NextGen mid-term (2013-2018).

Task H

The overall objectives of the OCAT is to provide a service that allows users (AOCs (Airport Obstruction Charts), ANSPs (Air Navigation Service Providers), other advisory tools) to probe the oceanic portions of potential flight plan changes without impacting the operational ATOP (Advanced Technologies and Oceanic Procedures) systems and controllers. This would allow AOCs and other users to determine and request conflict-free routings that potentially save fuel, time, money, etc.

Task J

The overall objective of this project is to evaluate the feasibility of utilizing a commercially available aircraft arrival management technology to demonstrate the capabilities and benefits of a multi-user, fully integrated Aircraft Arrival Management System (AAMS). The intent is to demonstrate that currently, commercially available AOC-based metering tools could support the FAA's NextGen time-based metering concept. Another objective is to better understand the type of information that can be shared between stakeholders (airline AOCs) and the FAA for collaborative decision-making.

Task K

The purpose of this task is to perform analysis and demonstration of a Flight Data Object (FDO) as a means for capturing and sharing the most up-to-date information on any flight via System-Wide Information Management (SWIM) core services. The FDO will enable information sharing among various users and stakeholders in the NAS, allowing for improved accuracy and availability of flight information updates, consistency of flight planning in different Air Traffic Management (ATM) system domains, and transitions of flights between these domains.

The Federal Aviation Administration (FAA) created the NextGen program based on the concept of exchanging 4-Dimensional (4D) trajectory information to achieve the automation of conflict detection and resolution, metering and trajectory changes while operating under conditions of increased air traffic density, reduced accident rates, lower controller workload, and greater accommodation of user preferred trajectories.

Honeywell has partnered with ERAU in order to develop the FAA's tasks related to the NextGen program, specifically Trajectory Based Operations (TBO) and 4D display concepts. These organizations have joined in the effort to develop the FAA's task 09-02: "Human-in-the loop Evaluation of Selected NextGen TBO Scenarios with identification of Issues and Recommendations for Cockpit System Enhancements."

Task O

The Federal Aviation Administration (FAA) identified the System Wide Information Management (SWIM) program as one of the critical components required to modernize the National Airspace System (NAS). The FAA also recognized the need for an airborne component of the SWIM Service Oriented Architecture (SOA), subsequently named Aircraft Access to SWIM (AAtS), to define how to provide a connection between SWIM shared NAS resources and an aircraft, either in the air or on the ground. AAtS works to improve aircraft situational awareness by ensuring that all aircraft have accurate and identical information about their surroundings. AAtS will work using existing FAA infrastructure and the EFB. The NEAR lab is the technical lead for AAtS, the sole AOC provider, and one of the DMS providers.

Task T

The NEAR Lab is the sole AOC provider for the FAA's Mini Global Demonstration. Mini global will demonstrate how a global exchange of SWIM data will integrate into NextGen airspace by sharing common information with International Air Navigation Service Providers in order to improve air traffic management and decision-making.

Task W

Trajectory-Based Operations (TBO) is a key concept in the US Next Generation Air Transportation System (NextGen) and in Europe’s Single European Sky ATM Research (SESAR). The foundation for TBO is to plan and perform operations using a shared view of the flight that takes into account user preferences depicted by a Four-Dimensional (4D) Trajectory. The purpose of this task is to demonstrate prototype 4D TBO capabilities and the communication of 4DT information between the ground and aircraft. The project will help to evaluate the feasibility and benefits of air/ground data communications, the use of flight objects, and the integration of: Air Traffic Management (ATM), Traffic Management Coordinators (TMC), Front Line Managers (FLM), Air Route Traffic Control Center (ARTCC), Terminal Radar Approach Control (TRACON) controllers, Flight Operations Center (FOC), and aircraft trajectory communication systems for advanced trajectory exchange in ATM.

The research team at the Next Generation Advanced Research (NEAR) lab at ERAU has developed a simulation-based FMS embedded with Boeing 737 and Bombardier Global 5000 aircraft Flight Dynamic Models (FDM) in the JSBSim M&S (Modeling and Simulation) tool. NEAR-FMS employs equations of motion in aerodynamics, as well as ideal Proportional-Integrative-Derivative (PID) control theories using a C++ simulation engine supported by an XML model specification language. The NEAR-FMS is capable of storing flight plans using 3D waypoint trajectories (latitude, longitude, altitude), as well as spawning multiple simulated real-time aircraft. Flight plan trajectory can be provided for autonomous navigation of an aircraft. In order to leverage the simulated flight management system, autopilot scripts have been developed using fine-tuned PID controllers. A high-resolution, wide-angle virtual reality visualization is provided by three monitors, which render the graphical terrain images as well as auxiliary Primary Flight Display (PFD), joystick control, are also interfaced to the system. The NAS flight display integration console, where real-time flights are displayed alongside the simulated ones, allows the FMS to fly in a realistic ATM environment and test simulated scenarios that are correlated with national air traffic.

The NEAR Data-Link Emulator is composed of a Cisco Catalyst 2960 Series Switch and a Cisco 5505 Adaptive Security Appliance (ASA) IP Firewall/router, as well as several servers, Wi-Fi routers, and network analysis/packet capture hardware/software. This module provides any IP-link or packet-switch network emulation by setting up the target network performance metrics on the Cisco router/switch combination. The following Network Performance Metrics can be configured and assessed in the data-link emulator:

• Bandwidth utilization limits can be set such that a desired QoS (Quality of Services?) for the flight deck services will be maintained
• Traffic prioritization through utilizing Class of Service (CoS), differentiated services (DiffServ) and Type of Services (ToS), where applicable, to prioritize the critical data versus the non-critical data, as well as flight deck versus cabin
• Delay (latency)
• Unidirectional delay (the average time it takes packets to complete a one-way journey)
• Bi-directional delay (Round-Trip-Time (RTT) is the average time it takes for packets to travel from the sender to the receiver and back; e.g., request-response).
• Routing map, routing table and routing style (static vs. dynamic)

NEAR Lab cybersecurity research investigates threat vectors and cybersecurity risks associated with data flow in a digital network. Some of the capabilities include:

• Identifying threats associated with the target network
• Developing test cases to validate attack vectors
• Developing a laboratory environment in order to emulate/test key scenarios and evaluate mitigation strategies
• Developing threat mitigation strategies
• Providing recommendations

Embry‑Riddle Aeronautical University’s (ERAU) RTDS was built by the NEAR lab to support human-in-the-loop experiments in a multi-center and/or multi-sector NAS environment. The RTDS consists of a Flight-Plan Filer, Simulation Controller, Data Recorder, Pseudo-Pilot, ATC Displays, Target Generator, a conflict detection and resolution service, an Electronic Library System (ELS), and a Voice Communication System (VCS). All these systems communicate through a Network Communications Backend.

The Simulation Controller controls the launching of the various systems that create the simulation. The Flight-Plan Filer files the flight plans at the appropriate times, and the Target Generator will fly the aircraft according to their characteristics and flight plan. The ELS handles the coordination and registration of all the simulation components and acts a queryable data store.

The displays (ATC and Pseudo-Pilot) complete the Human-In-The-Loop part of the simulation by providing an interface for pilots and controllers to manipulate the aircraft. The ATC display has the ability to prompt for and record Human Factors metrics for post-simulation analysis.

Communication between pseudo-pilots and controllers is facilitated by the Voice Communication System (VCS), which uses Voice-Over IP technology to simulate radio frequencies and controller intercom. The VCS provides Controller Preemption and Step-On Prevention features developed by the NEAR lab to model a possible NextGen communication system without the garbled simultaneous broadcasts seen today.

Embry‑Riddle Aeronautical University’s (ERAU) CASP displays the full suite of messages involved in the NEO demonstration. These messages are delivered by Harris’ implementation of the NAS Enterprise Messaging Service (NEMS) using mechanisms specified by the FAA’s System Wide Information Management (SWIM) program.

CASP subscribes to a predefined set of messages published by the various systems in the NEO environment. The messages include Common Alerting Protocol (CAP) alerts, aircraft state, Mini Flight Objects (MFOs), track data, four-dimensional trajectory predictions, Airspace Volume of Interest (AVOI), Geographic Point of Interest (GPOI), and aircraft Point Outs. AVOIs can include aircraft trajectory corridors and STARS aircraft Dynamic Protection Zones (DPZ). The content of each of these message types is displayed to the operator using a customized user interface specific to the CASP. The CASP is also capable of publishing CAP, AVOI, GPOI and aircraft Point Out messages. The CASP can be used by anyone who needs situational awareness but does not require a full automation system, such as a UAS operator, airline or fixed-based operator.

The Electronic Flight Bag for iPad provides several features to assist pilots both on the ground and in flight:

• A moving map display that shows the aircraft’s current position, bearing and desired track
• Several types of maps, including VFR Sectional charts, street maps and topographic maps
• Aircraft traffic (using ADS-B surveillance data)
• NEXTRAD weather overlay
• Airport information
• Flight planner
• PDF Document navigator
• Simulated route visualization tool
• 3D synthetic vision

EMID is a Geographical Information System (GIS) based application capable of displaying geospatial referenced data such as ESRI shape files, weather data, and GeoTiff files. It supports pan and zoom and allows the user to turn data layers on and off. EMID is capable of displaying high-fidelity ESRI shape files of airspace volumes and airport layouts for precise tracking of aircraft taxiing. EMID also displays ADS-B and TIS-B aircraft position data received from SWIM-like surveillance services. ADS-B and TIS-B aircraft are represented by symbols that have optional data blocks capable of displaying altitude, speed, heading, and latitude/longitude information. For ease of visualization, TIS-B aircraft are displayed in cyan, and ADS-B aircraft are displayed in blue when airborne and brown when on the ground. Additionally, a speed vector is rendered for both ADS-B and TIS-B aircraft to show their predicted heading and distance to be traveled in the next 30 seconds.]

The ERAU Multi-Information Display (iEMID) is a mobile geographical information application developed on Apple iOS for displaying surveillance data. It runs on iPhone, iPod Touch and iPad devices. iEMID is capable of displaying different types of surveillance information, such as Automatic Dependent Surveillance Broadcast (ADS-B). The application uses the Google Maps API as the underlying mapping system. A separate layer is added to render the ADS-B surveillance information. Additional layers can be added for other data such as weather and VFR sectionals.

User tap gesture recognition is enabled to allow the user to tap close to an aircraft object to trigger the display of an extended data block for that aircraft. The extended data block includes altitude, speed, heading, and latitude/longitude information. Commercial 1090ES ADS-B equipped aircraft are rendered in blue, while general aviation UAT ADS-B equipped aircraft are shown in green.

Customer: Business Travel Alternatives

The project developed a series of methodologies and algorithms to define an airport and itinerary delay model, and apply forecast and current weather conditions to the model in order to assess the potential delay for a known set of flight itineraries. The model will identify and suggest the most adequate solution for the user in order to achieve his/her flight destination with the minimum possible delay impact.

Customer: American Airlines

The NEAR Lab performed a comparative analysis of runway closures at DFW and JFK airports. NEAR utilized the Total Airspace and Airport Modeler (TAAM) fast-time simulation tool to provide fast-time Simulation analysis of American Airlines’ Hub airports.

Customer: Delta Airlines

The NEAR Lab performed a fast-time simulation analysis and utilized the Total Airspace and Airport Modeler (TAAM) simulation tool to conduct a research project for one of Delta Airlines’ major airport hubs. For this project multiple simulation models were developed and were used to conduct a comparative analysis of a major capital improvement project.

Customer: JetBlue Airlines

The NEAR Lab performed a fast-time simulation analysis utilizing the Total Airspace and Airport Modeler (TAAM) simulation tool to conduct a research project for JetBlue Airlines major airport hub JFK airport. For this project multiple simulation models were developed, and these were used to conduct a comparative analysis of a major capital improvement project.

Customer: Chilean Aviation Authority

The purpose of this project was to provide technical assistance on airport improvements and airspace optimization in the Central Zone of Chile. The tasks scheduled for this project were based on a rather mechanistic approach for quantifying the capability of airports. Stepwise tasks were required to gather airport movement and economic data and, from past values, forecast the expected airport traffic loadings and capabilities. If new and busy airports were built then the effect on the airspace should be defined, and proposals made for its optimization. The costs of this work would then need to be identified and the sources of funding and cost benefits detailed. The project would also need to identify the U.S. companies that could carry out the work of upgrading or building airports in the Central Zone.

Customer: Embry‑Riddle Aeronautical University

The Cognitive Analysis Application Research Toolset (CAART) is an algorithm software developed by the Center for Applied ATM Research Laboratory at Embry‑Riddle Aeronautical University. CAART is focused on determining workload assessment as well as workload predictions when performing different tasks or events.

Initially, a baseline of activities was built by analyzing control tasks as they were performed. These tasks could be observed in a variety of environments, whether they were being tested in a simulated environment or the actual work environment. These activities were then broken down into fundamental components called actions.

Customers: Lockheed Martin Corporation & Department of Defense

An extensive cost-benefit analysis of the potential benefits obtained from the use of satellite navigation systems in the national airspace system.

Customer: National Aeronautics and Space Administration (NASA)

A cost-benefit analysis of the potential benefits that would be obtained from the production of the Small Aircraft Transportation System (SATS) aircraft.

Customer: National Aerosnautics and Space Administration Langley

The NEAR Lab analyzed Embry‑Riddle aircraft fleet data to estimate training and maintenance costs for the proposed Advanced GA aircraft.

As the nation's largest collegiate aviation program, Embry‑Riddle pioneered the implementation and testing of ADS-B in its aircraft. The flight-training fleets at its campuses in Daytona Beach, Florida, and Prescott, Arizona, are fully equipped with the new technology.

With ADS-B, both pilots and controllers see radar-like displays with accurate traffic data from satellites, updated in real-time. Pilots also have access to weather services, terrain maps, and flight information services. ADS-B increases the pilots’ situational awareness and the safety of every flight. During preflight planning and dispatch operations, ADS-B allows pilots to occupy the safest practice areas and airspace.

This app enables you to access the data feed for ADS-B equipped flights in the vicinity of Daytona Beach International Airport (KDAB) and Ernest A. Love Field (KPRC).

The Live Traffic application was developed by the Next-Generation Advanced Research (NEAR) Lab at Embry‑Riddle Aeronautical University.

Download it now on the .

If you require support with the Live Traffic application, please email Support.

Not just a flight simulator, Jetstream can simulate hundreds of high-fidelity aircraft simultaneously, all generating ADS-B transponder data and controllable from any internet-connected station on the planet. Jetstream combines real-world satellite imagery and terrain data with a high-fidelity distributed flight dynamics model on a massive scale, all with real-time data collection and visualization.