Review of Conflict Resolution Methods for Manned and Unmanned Aviation

Ribeiro, Marta; Ellerbroek, Joost; Hoekstra, Jacco

doi:10.3390/aerospace7060079

Cited by 52 publications

(25 citation statements)

References 119 publications

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“…The fundamental problem addressed in this paper of ensuring extremely low collision probabilities has implications for conflict resolution measures [55,56], which apply both to manned and unmanned aircraft if operating in non-segregated airspace [57][58][59], as an alternative to geofencing [60]. Conflict resolution may be automated [61] if reliable trajectory information is available [62], which is not always the case, for example for aircraft collision with birds [63].…”

Section: Discussionmentioning

confidence: 99%

On Probabilistic Risk of Aircraft Collision along Air Corridors

Campos

Marques

2021

Aerospace

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The separation of aircraft in cruising flight in air corridors is based on the assurance of an extremely low probability of collision due to position inaccuracy caused by navigation errors, atmospheric disturbances, or other factors. The appropriate standard is the International Civil Aviation Organization (ICAO) Target Level of Safety (TLS) of frequency of collision less than 5 × 10−9 per flight hour. An upper bound for the collision probability per unit distance is the probability of coincidence, in the case of aircraft flying at the same speed along parallel tracks in the same direction. This leads to the case of two aircraft flying at a constant separation, for which at least three probabilities of coincidence can be calculated: (i) the maximum probability of coincidence at the most likely point; (ii) the cumulative probability of coincidence integrated along the flight path; and (iii) the cumulative probability of coincidence integrated over all space. These three probabilities of coincidence are applied to the old standard and new reduced vertical separations of 2000 ft and 1000 ft respectively, for comparison with the ICAO TLS, and also to assess their suitability as safety metrics. The possibility is raised of complementing the ICAO TLS 5 × 10−9 per hour, which is suitable for the cumulative probability of collision, by two additional safety metrics: (i) one per hour flown squared, which is suitable for comparison with the maximum joint probability density of collision; and (ii) another times hour flown, for comparison with the three-dimensional cumulative probability of coincidence. These three metrics (i) to (iii) have distinct dimensions, give different information, and could be alternatives or supplements.

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Section: Discussionmentioning

confidence: 99%

On Probabilistic Risk of Aircraft Collision along Air Corridors

Campos

Marques

2021

Aerospace

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“…Once conflicts were detected, a basic (1-D) speed control algorithm was used in order to resolve conflicts in a pair-wise manner. Of note, the horizontal separation requirement of 164 ft was adopted in this research, as it was also used in a recent UAV tactical conflict resolution study [52]. In terms of the vertical separation, a range of values have been employed in past studies [53][54][55][56].…”

Section: Conflict Detection and Resolutionmentioning

confidence: 99%

Constrained Urban Airspace Design for Large-Scale Drone-Based Delivery Traffic

2021

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Large-scale adoption of drone-based delivery in urban areas promise societal benefits with respect to emissions and on-ground traffic congestion, as well as potential cost savings for drone-based logistic companies. However, for this to materialise, the ability of accommodating high volumes of drone traffic in an urban airspace is one of the biggest challenges. For unconstrained airspace, it has been shown that traffic alignment and segmentation can be used to mitigate conflict probability. The current study investigates the application of these principles to a highly constrained airspace. We propose two urban airspace concepts, applying road-based analogies of two-way and one-way streets by imposing horizontal structure. Both of the airspace concepts employ heading-altitude rules to vertically segment cruising traffic according to their travel direction. These airspace configurations also feature transition altitudes to accommodate turning flights that need to decrease the flight speed in order to make safe turns at intersections. While using fast-time simulation experiments, the performance of these airspace concepts is compared and evaluated for multiple traffic demand densities in terms of safety, stability, and efficiency. The results reveal that an effective way to structure drone traffic in a constrained urban area is to have vertically segmented altitude layers with respect to travel direction as well as horizontal constraints imposed to the flow of traffic. The study also makes recommendations for areas of future research, which are aimed at supporting dynamic traffic demand patterns.

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“…If these aircraft are not in close proximity, the speed difference might decide about prioritizing heading or speed change commands. Individual air traffic situations require individual decisions about ATC commands as well as individual conflict detection and resolution strategies [97], but slightly different probabilities on command type level can help to predict commands better on average.…”

Section: Air Traffic Situation Dependent Command Probability Combined With Interaction Data (Command Type Level)mentioning

confidence: 99%

Integrating Eye- and Mouse-Tracking with Assistant Based Speech Recognition for Interaction at Controller Working Positions

2021

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Assistant based speech recognition (ABSR) prototypes for air traffic controllers have demonstrated to reduce controller workload and aircraft flight times as a result. However, two aspects of ABSR could enhance benefits, i.e., (1) the predicted controller commands that speech recognition engines use can be more accurate, and (2) the confirmation process of ABSR recognition output, such as callsigns, command types, and values by the controller, can be less intrusive. Both tasks can be supported by unobtrusive eye- and mouse-tracking when using operators’ gaze and interaction data. First, probabilities for predicted commands should consider controllers’ visual focus on the situation data display. Controllers will more likely give commands to aircraft that they focus on or where there was a mouse interaction on the display. Furthermore, they will more likely give certain command types depending on the characteristics of multiple aircraft being scanned. Second, it can be determined via eye-tracking instead of additional mouse clicks if the displayed ABSR output has been checked by the controller and remains uncorrected for a certain amount of time. Then, the output is assumed to be correct and is usable by other air traffic control systems, e.g., short-term conflict alert. If the ABSR output remains unchecked, an attention guidance functionality triggers different escalation levels to display visual cues. In a one-shot experimental case study with two controllers for the two implemented techniques, (1) command prediction probabilities improved by a factor of four, (2) prediction error rates based on an accuracy metric for three most-probable aircraft decreased by a factor of 25 when combining eye- and mouse-tracking data, and (3) visual confirmation of ABSR output promises to be an alternative for manual confirmation.

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Review of Conflict Resolution Methods for Manned and Unmanned Aviation

Cited by 52 publications

References 119 publications

On Probabilistic Risk of Aircraft Collision along Air Corridors

On Probabilistic Risk of Aircraft Collision along Air Corridors

Constrained Urban Airspace Design for Large-Scale Drone-Based Delivery Traffic

Integrating Eye- and Mouse-Tracking with Assistant Based Speech Recognition for Interaction at Controller Working Positions

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