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The polygon-ellipse method of data compression of weather maps
March 28, 1994
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-213
Summary
Providing an accurate picture of the weather conditions in the pilot's area of interest could be a highly useful application for ground-to-air data links. The problem with using data links to transmit weather pictures is the large number of bits required to exactly specify a weather image. To make transmission of weather maps practical, a means must be found to compress this image. The Polygon-Ellipse (PE) encoding algorithm developed in this report represents weather regions as ellipses, polygons, and exact patterns. The actual ellipse and polygon parameters are encoded and transmitted; the decoder algorithm redraws the shape from their encoded parameter values and fills in the included weather pixels. Special coding techniques are used in PE to compress the encoding of the shape parameters to achieve further overall compression. The PE algorithm contains procedures for gracefully degrading the fidelity of the transmitted image when necessary to meet a specified bit limit. Pictorial examples of the operation of this algorithm on both Terminal Doppler Weather Radar (TDWR) and ASR-9 radar-generated weather images are presented.
Summary
Providing an accurate picture of the weather conditions in the pilot's area of interest could be a highly useful application for ground-to-air data links. The problem with using data links to transmit weather pictures is the large number of bits required to exactly specify a weather image. To make transmission...
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Terminal Weather Message Demonstration at Orlando, FL, Summer 1993
March 4, 1994
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-210
Summary
A successful demonstration of providing a text-based message via VHF data link (ACARS) was carried out at Orlando, FL during the summer of 1993. Five airlines participated in the three-month demonstration, which included an average of 145 Terminal Weather message requests per day. During a heavily-impacted weather day, a total of 220 Terminal Weather requests were made. The format of the Terminal Weather message was developed by an ad hoc committee of pilots, dispatchers, controllers and researchers. The format required a balance between the need for including important information and the need to fit the information into a limited number of characters. The approach was to divide the message into several blocks and to prioritize the potential message elements by importance and immediacy. The most important and timely elements are listed first, and the others appear only if more important elements are not present or else were deleted altogether. Pilot reaction to the demonstration was assessed from questionnaire responses. Overall, pilots thought that the system should be deployed operationally and found that it increased situational awareness. They felt that it provided some help in decision making and did not adversely affect cockpit workload. They also strongly endorsed the need for a graphical version of the Terminal Weather service. Controllers were initially concerned that the data link demonstration would result in increased radio traffic and concomitant controller workload. Prior to the demonstration, changes were made in the Terminal Weather message format to help allay these concerns. Consequently, controllers were surprosed to find that requests for weather information actually decreases over what they normally would expect during a period of heavy weather impact. Thus, evidence was obtained that delivery of Terminal Weather information by data link could decrease controller workload. Dispatchers took a strong and unanticipated interest in the Terminal Weather message. The dispatchers for one airline used the Terminal Weather message to monitor weather conditions at Orlando during a period of heavy weather impact. Special messages also were sent to dispatchers to alert them when wind shear or microburst hazards initially impacted the Orlando airport. Additional demonstration of the Terminal Weather message service are planned for the summer of 1994 at Memphis, TN and Orlando, FL. Results of hte summer 1993 demonstration are being used to make improvements to the message content. A demonstration of a grpahical version of the Terminal Weather message is also planned.
Summary
A successful demonstration of providing a text-based message via VHF data link (ACARS) was carried out at Orlando, FL during the summer of 1993. Five airlines participated in the three-month demonstration, which included an average of 145 Terminal Weather message requests per day. During a heavily-impacted weather day, a total...
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Encoding approaches for data link transmission of weather graphics
December 10, 1993
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-205
Summary
To provide pilots with necessary information to make informed decisions on the avoidance of hazardous weather and to maintain situational awareness of the weather conditions, the FAA is actively developing the capability to provide real-time graphical weather information to aircraft through the use of bandwidth-limited data links such as Mode S. The information content of weather images and the restricted bandwidth of the transmission channel require that the images be extensively compressed. This paper provides the results of a study concerning the applicability of various data compression algorithms to the weather image problem. Its conclusion is that the Polygon-Ellipse Algorithm developed at Lincoln Laboratory provides the best combination of compression, computational efficiency, and image quality for the encoding of weather images over the Mode S data link or other similarly bit-limited data links.
Summary
To provide pilots with necessary information to make informed decisions on the avoidance of hazardous weather and to maintain situational awareness of the weather conditions, the FAA is actively developing the capability to provide real-time graphical weather information to aircraft through the use of bandwidth-limited data links such as Mode...
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Mode S beacon system: functional description (revision D)
August 29, 1986
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-42-D
Summary
This document provides a functional description of the Mode S Beacon System, a combined secondary surveillance radar (beacon) and ground-air-ground data link system capable of providing the aircraft surveillance and communications necessary to support ATC automation in future traffic environments. Mode S is capable of common-channel interoperation with the current ATC beacon system, and may be implemented at low user cost over an extended transition period. Mode S will provide the surveillance and communication performance required by the ATC automation, the reliable communications needed to support data link services, and the capability of operating with a terminal or enroute, radar digitizer-equipped, ATC surveillance radar. The material contained in this document updates and expands the information presented in "Mode S Beacon System: Functional Description", DOT/FAA/PM-83/8, 215 July 1983.
Summary
This document provides a functional description of the Mode S Beacon System, a combined secondary surveillance radar (beacon) and ground-air-ground data link system capable of providing the aircraft surveillance and communications necessary to support ATC automation in future traffic environments. Mode S is capable of common-channel interoperation with the current...
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Mode S Beacon System: Functional Description (Revision C)
July 15, 1983
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-42,C
Summary
This document provides a functional description of the Mode S Beacon Systme, a combined secondary surveillance radar (beacon) and ground-air-ground data link system capable of providing the aircraft surveillance and communications necessary to support ATC automation in future traffic environments. Mode S is capable of common-channel interoperation with the current ATC beacon system, and may be implemented at low user cost over an extended transition period. Mode S will provide the surveillance and communication performance required by the ATC automation, the reliable communications needed to support data link services, and the capability of operating with a terminal or enroute, radar digitizer-equipped, ATC surveillance radar. The material contained in this document updates and expands the information presented in "Mode S Beacon System: Functional Description", DOT/FAA/RD-82/52, 27 October 1982.
Summary
This document provides a functional description of the Mode S Beacon Systme, a combined secondary surveillance radar (beacon) and ground-air-ground data link system capable of providing the aircraft surveillance and communications necessary to support ATC automation in future traffic environments. Mode S is capable of common-channel interoperation with the current...
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Discrete address beacon system data link
November 8, 1979
Conference Paper
Published in:
3rd Digital Avionics Sys. Conf., 6-7 Nov. 1979, pp. 117-121.
Summary
The Discrete Address Beacon System (DABS) is a surveillance and communication system for air traffic control. DABS is under development as an evolutionary replacement for the FAA's existing Air Traffic Control Radar Beacon System (ATCRBS) to enhance surveillance and provide a digital data communication capability. Each DABS aircraft recognizes and responds with a unique code (its discrete address), thus permitting data link messages to and from a particular aircraft to be accommodated integrally with the surveillance interrogations and replies. The FAA i s currently testing a set of data link applications which will provide aviation services for the initial field implementation of DABS. Link formats, ground interfaces, and systems to support a set of data link applications are also being evaluated for inclusion in the DABS field implementation. The initial data link services include ATC coordination messages and ground-to-air dissemination of weather and aviation related information. Uplink ATC messages include Minimum Safe Altitude Warning (MSAW) Alerts, Altitude Assignment Clearance Confirmation messages, and Takeoff Clearance Confirmation messages. These messages provide the pilot with a supplementary visual confirmation of voice communications. The services also include the capability for the pilot to request weather products derived from National Weather Service (NUS) information. The weather products include surface observations, terminal forecasts, winds aloft, pilot reports, hazardous weather advisories and digitized weather radar Information. Real-time surface measurements from the Enhanced Terminal Information Service (ETIS) are also included. The ETIS i s a flight advisory service which provides the pilot information to assist in conducting safe approaches to (or departures from) an airport. It includes information normally provided by the current Automated Terminal Information Service (ATIS) plus additional data such as weather alerts which pertain to the airport of interest. A DABS data link avionics system has been developed for the purpose of demonstrating and evaluating the initial services. It consists of an airborne microprocessor system with a variety of peripherals and interfaces. The microprocessor communicates with the ground-based equipment via a DABS transponder. Data link information included in the uplink interrogations is processed in the airborne microprocessor and then displayed to the pilot. The display device is a time-shared weather radar indicator with a 256 x 256 bit color graphics capability. Other peripherals include a printer, pilot keyboard, altitude alerter, and a multifunction annunciator capable of speech output.
Summary
The Discrete Address Beacon System (DABS) is a surveillance and communication system for air traffic control. DABS is under development as an evolutionary replacement for the FAA's existing Air Traffic Control Radar Beacon System (ATCRBS) to enhance surveillance and provide a digital data communication capability. Each DABS aircraft recognizes and...
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Concept and plan for the development of a weather support subsystem for Air Traffic Control
April 16, 1976
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-64
Summary
This report summarizes the results of a study to: (1) investigate the primary needs of air traffic controllers, flow controllers, and central flow controllers for weather information, (2) define a cost effective system concept to meet these needs, and (3) lay out a plan for the development of the proposed weather subsystem to support Air Traffic Control. The recommended system will provide rapid geration and dissemination of reliable use oriented observations and very short range severe weather forecasts (up to 30 min.) to facilitate controller planning. This new capability will: 1) reduce weather induced controller work load peaks, 2) permit controllers to coordinate and preplan aircraft rerouting for weather avoidance, 3) achieve an improved balance between the inefficiency of overreaction and the essentials of safety, 4) facilitate controller response to pilot requests for weather data on a work load permitting basis, and 5) enable the issuance of accurate weather advisories. The system will also provide rapid generation and dissemination of reliable short range forecasts (up to 4 hours) to permit early introduction of necessary flow control procedures. This new capability will: 1) decrease problems for controllers, 2) increase acceptance of flow control, and 3) increase traffic flow efficiency without decreasing safety.
Summary
This report summarizes the results of a study to: (1) investigate the primary needs of air traffic controllers, flow controllers, and central flow controllers for weather information, (2) define a cost effective system concept to meet these needs, and (3) lay out a plan for the development of the proposed...
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DABS: A System Description
November 18, 1974
Project Report
Published in:
MIT Lincoln Laboratory Report ATC-42
Summary
The Discrete Address Beacon System (DABS) is a cooperative surveillance and communication system for air traffic control. It employs ground-based sensors (interrogators) and airborne transponders. Ground-to-air and air-to-ground data-link communications are accommodated integrally with the surveillance interrogations and replies. DABS has been designed as an evolutionary replacement for the current Air Traffic Control Radar Beacon System (ATCRBS) to provide the enhanced surveillance and communication capability required for air traffic control in the 1980s and 1990s. Compatibility with ATCRBS has been emphasized to permit an extended, economical transition. A principal feature of DABS is that each aircraft is assigned a unique address code. Using this unique code, interrogations can be directed to a particular aircraft, and replies unambiguously identified. Channel interference is minimized because a sensor can limit its interrogation to targets of interest. In addition, by proper timing of interrogations, replies from closely-spaced aircraft can be received without mutual interference. The unique address in each intertogation and reply also permits the inclusion of data-link messages to or from a particular aircraft. DABS uses the same frequencies for interrogations and replies as ATCRBS (1030 and 1090 MHz, respectively). The DABS interrogation is transmitted using DPSK at a 4 Mbps rate, and comprises 56 or 112 bits including the 24-bit discrete address. The reply also comprises 56 or 112 bits including address, and is transmitted at 1 Mbps using binary pulse-position modulation. Coding is used on both interrogations and replies to protect against errors. The DABS sensor provides surveillance of DABS- and ATCRBS-equipped aircraft, and data-link service to DABS aircraft. In addition, it performs radar/beacon correlation of radar target reports from a collocated radar. The DABS sensor transmits surveillance data to, and exchanges messages with, air traffic control facilities (TRACONs and ARTCCs) via low-rate digital circuits. The DABS sensor communicates directly with adjacent DABS Sensors to hand off targets and to provide surveillance and communication backup in the event of momentary link failures. Each DABS service to DABS-equipped aircraft via the ground-air data link. The DABS transponder replies to both ATCRBS and DABS interrogations, and interfaces with a variety of data-link messaged display and input devices. The rms surveillance accuracy provided by DABS is the order of 100 ft and 0.1 degree in range and azimuth, respectively. Surveillance and data-link communication capacities exceed by a substantial margin projected ATC requirements through the remainder of this century.
Summary
The Discrete Address Beacon System (DABS) is a cooperative surveillance and communication system for air traffic control. It employs ground-based sensors (interrogators) and airborne transponders. Ground-to-air and air-to-ground data-link communications are accommodated integrally with the surveillance interrogations and replies. DABS has been designed as an evolutionary replacement for the current...
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Morphology of ionospheric scintillation
May 21, 1974
Technical Report
Published in:
MIT Lincoln Laboratory Report TN-1974-29
Summary
This report is directed toward providing information to communication systems designers first about scintillation as observed in a single experiment, second about the adequacy of the existing models used to interpret scintillation data, and finally about the variation of scintillation with geophysical parameters.
Summary
This report is directed toward providing information to communication systems designers first about scintillation as observed in a single experiment, second about the adequacy of the existing models used to interpret scintillation data, and finally about the variation of scintillation with geophysical parameters.
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Morphology of ionospheric scintillation
January 30, 1974
Conference Paper
Published in:
Proc. AIAA 12th Aerospace Sciences Mtg., 30 January - 1 February 1974, pp. 1-16.
Summary
Small scale ionospheric irregularities in the F-region can cause fluctuations in the amplitude, phase, and angle of arrival of VHF. UHF, and SHF signals traversing the ionosphere. Under some conditions, the power level fluctuations or scintillations at VHF and UHF may become severe with 12 dB signal level increases and fades in excess of 30 dB being observed. Current information about the probabilities of occurrence of severe fades is derived from a number of experiments using either radio star or satellite borne sources. The measurements are generally of signal level only and have been used to calculate scintillation indices to characterize scintillation intensity. An examination of the global distribution of scintillation indices show that scintillations are of importance to communication system performance primarily in the auroral and polar regions and at night near the geomagnetic equator.
Summary
Small scale ionospheric irregularities in the F-region can cause fluctuations in the amplitude, phase, and angle of arrival of VHF. UHF, and SHF signals traversing the ionosphere. Under some conditions, the power level fluctuations or scintillations at VHF and UHF may become severe with 12 dB signal level increases and...
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