faa - econ-jobs.com … · web viewthe federal aviation administration is ... atc systems all...
Post on 25-Mar-2018
215 Views
Preview:
TRANSCRIPT
FAA 1
Phase 2 Part 2 Individual Project Research Project
SE630-1103B-01
Case Study of the Federal Aviation Administration
By
Demetrios Gavrilos
Colorado Technical University Online
FAA 2
TABLE OF CONTENTS:
Introduction ………………………………………………………………………..3
History and Development of FAA……………………………………………….... 4-7
ERAM……………………………………………………………………………... 7-12
Conclusion…………………………………………………………………………..13
Appendix A………………………………………………………………………....14
Appendix B…………………………………………………………………………15
Appendix C…………………………………………………………………………16
References…………………………………………………………………………..17
FAA 3
INTRODUCTION:
The Federal Aviation Administration is a large government agency that has over 48,000
employees. (Binns, p.4) Since one of its main functions is to regulate airspace and its safety
systems engineering is of great importance in helping the agency adapt to ever changing
technologies in aviation and the increasing air traffic. The 9-11 attacks placed even more
demands on the FAA which required it to help prevent terrorist attacks. A new agency, the
Transportation Security Administration was created in November of 2001 to help deal with
airport security. (faa.gov, 2011) The FAA needs a well-developed functional, physical and
allocated architecture to keep refining and improving its effectiveness. This paper will look at
some of the methods the FAA has used and whether or not they are working and how significant,
of a role, systems engineering has played in the FAA’s development as an agency. More
specifically the ERAM project, which is the FAA’s most recent, will be analyzed.
FAA 4
The Federal Aviation Administration was established in 1958 by the Federal Aviation
Act of 1958. The FAA is responsible for providing two things. Its mission is to develop air
commerce and to promote air safety. (Kurian, p.218) This mission is carried out by:
Promulgating and enforcing air safety rules
Certificating airmen and aircraft
Designating and establishing airways
Administrating a grants in aid to airports program
Maintaining and managing a common system of air navigation and air traffic control for
military and civil aircraft (Kurian, p. 218)
Obviously, the FAA requires a very well developed functional architecture. This is because there
are over 230,000 aircraft being actively used today and over 620,000 people have pilot’s
licenses. (Binns, 2006) One must keep in mind that the airplane is a very dependent machine
and it needs a sophisticated and elaborate ground organization in order to be useful. (Kurian,
p.218) The invention of the airplane and all of the engineering it required was merely the first
step into what developed as a highly efficient and effective transportation system over the next
several decades. Few would argue air transport helped improve logistics. Passengers, their
luggage or cargo can now be transported in amazingly small amounts of time. In the early days
of the aircraft fliers used landmarks to navigate instead of electronic aids. (Kurian, p.218) This
method of pilots using landmarks and their own senses had limitations. Pilots could only fly
during daylight. The U.S. Air Mail Service concluded that adaptations needed to be made. A
ground system was developed which adopted functional requirements such as rotating light
beacons, emergency landing fields, and radio stations. (Kurian, p.218) By the mid-1920s the post
FAA 5
office was flying the mail on a fixed schedule over a lighted airway that stretched from New
York to San Francisco. (Kurian, p.218) At that time investors wanted the U.S. government to
take an active role in the development of air transportation since the government had also done
so for railways, seaways and highways. (Kurian, p. 218)
There was also a problem with air traffic fatalities that needed to be dealt with. The U.S.
Air Mail Service had 1 fatal accident for every 463,000 miles and the commercial planes had a
fatal accident every 13,500 miles in 1924. (Kurian p.219) The Air Commerce Act of 1926 was
passed to link civil aviation to federal policies. (Kurian, p.219) This act gave the secretary of
commerce the duty of establishing and operating airways, air navigation aids, controlling air
traffic, licensing pilots investigating accidents and certificating aircraft of airworthiness. (Kurian,
p.219) The government needed a system upgrade that would enable planes to fly in overcast
conditions or at night.
The Aeronautics Branch was created by the act and developed a radio range which
transmitted two Morse code signals an “a” and an “n.” (Kurian, p.219) In the middle of the radio
beam where both signals could be heard with equal intensity the signal sounded steady, like a
long dash. (Kurian, p.219) The pilot flew along this steady, equal intensity signal and used it to
guide him along even though he couldn’t see the lighted airway. This is the required device that
enabled air transportation to develop more effectively. The Aeronautics branch also had aircraft
be certified at the manufacturing plant in order to save time. (Kurian, p.219) In July of 1934 the
Aeronautics Branch was renamed Bureau of Air Commerce.
By 1935 the Bureau was operating air route traffic control centers in Newark, Chicago,
and Cleveland. (Kurian, 220) Near the end of the 1930s nine more centers had been created.
FAA 6
(Kurian, p.219) Know the federal government had taken over the responsibility of controlling
how en route traffic flowed. (Kurian, p.220) There were still a lot of safety concerns at the time
since some of the fatalities involving air transport apparently were caused by poor ground based
navigation, as in the case of the crash that killed U.S. Senator Cutting. (Kurian, p.220) A new
independent organization was formed called the Civil Aeronautics Authority. (Kurian, p.220)
This agency was responsible for safety, investigating accidents, air traffic control, maintenance
of airways, safety – rule enforcement, and economic rule making. (Kurian, p.220) The agency
was complex and in 1949 President Roosevelt split the authority into the Civil Aeronautics
Board, and the Civil Aeronautics Administration. (Kurian, p.220) The CAA existed for 18 years
and in that time new technological innovations developed, such as radar, which made air traffic
control more reliable. (Kurian. p.220)
Now it was possible for air traffic controllers to actually see and track the air traffic they
saw on a screen and the distance between aircraft could be reduced which helped increase
capacity. (Kurian. p.221) It was difficult to apply the technology since military and civilian
interests were competing against each other regarding the precise equipment to install and there
was also lack of funding due to the Korean War expenses. (Kurian, p.221) It was clear a more
efficient agency needed to be created so that technological advances and systems engineering
methods could be applied more quickly. In 1956 two passenger planes, a Super Constellation and
a DC-7 were collided over the Grand Canyon and 128 passengers died. (Kurian, 221) The air
traffic control system did not have the have the equipment or resources to require all airliners to
fly under instrument flight rules in controlled airspace. (Kurian, p.221) Instrument flight would
have to be required regardless of weather conditions and this meant that long range radar on a
FAA 7
large scale and an increase in the number of air traffic controllers would have to be executed.
(Kurian, p.221) The system requirements were clear and a new more broadly empowered agency
would need to be created to help improve the air traffic system. Congress dissolved the CAA and
CAB and the FAA was created in 1958. (Kurian, p.221) The FAA was given sole responsibility
of operating and developing “a common system of air traffic control and air navigation for both
military and civil aircraft.” (Kurian, p.221) This is basically how the FAA was born. The FAA
has created the safest most reliable air transportation system in the world. (faa.gov, 2010) I will
look at some of the ways the agency is dealing with current problems.
For about the past 40 years the FAA has used the legacy En Route Host computer and
backup system in 20 air traffic control centers in the U.S. (faa.gov, 2010) En Route Host is being
replaced by (ERAM), which stands for En Route Automation Modernization. ERAM is a part of
NexGen which is part of the FAA’s modernization plan. (Gilbert, 2010) A congressional
committee has recommended that the U.S. government spend $368,750,000 on ERAM. With
ERAM software a flight can be checked for the entire flight, whereas with the old Host system a
flight plan is checked for route constraints only in the area of the departure facility. (faa.gov,
2010) With ERAM a controller is able to get information to respond to pilot requests by reading
multiple views at the same time more efficiently. (faa.gov, 2010) ERAM also offers a decision
support tool whose key functions are: the prediction of the future flight paths of the aircraft and
the prediction of potential future conflicts between the two aircraft or between aircraft and a
specific airspace. (Confesor, 2009) Information on the flight is available to all controllers no
matter what the facility location is making coordination better. (faa.gov, 2010) The functional
capabilities of ERAM will be:
FAA 8
Weather data integration
Conflict Resolution
Cockpit communication
Information sharing
Airspace flexibility
Strategic flow management (lockheedmartin.com, 2011)
It is important to note that ERAM will be delivered in stages of multiple releases and not all at
once. (lockheedmartin.com, 2011) These capabilities will help controllers communicate with
pilots. One of the key technologies of ERAM is a 4- dimensional trajectory model used for route
tracking the planes. This model helps to predict the path of each aircraft in space and time.
(lockheedmartin.com, 2011) This enables flight operations to transition from ground based radar
to satellite based automatic dependent surveillance – broadcast (ADS-B) technology.
(lockheedmartin.com) The subsystems ERAM is composed of are shown in the functional
architecture on Appendix A. Commercial of the shelf (COTS) components and customized
components will be used to construct the subsystems. There are 12 subsystems. ATC stands for
“air traffic control,” notice all the arrows around flight data processing. I think I should explain
each subsystem briefly.
The surveillance data processing (SDP) assesses radar surveillance connections,
generates tracks and generates information about aircraft to aircraft terrain. SDP even has the
ability to process weather messages at long range. (faaco, 2010) Flight data processing (FDP)
accepts flight plans and revised flight plans from controllers and pilots worldwide. FDP is
capable of generating converted routed and trajectories for each plan and will determine if a
FAA 9
plane is within trajectory by comparing data from SDP and comparing it to the trajectory. (faaco,
2010) The controller is notified if the plane is off trajectory and an adherence trajectory is
created to help place the plane back on the flight plan. (faaco, 2010) It also offers manual and
automatic handoff functions. (faaco, 2010) Display system (DS) provides the controller and the
specialist with an accurate picture of local and surrounding airspace with respect to aircraft
traffic, weather conditions and airspace characteristics. It also supports the controller and
specialist’s connection with other ERAM subsystems. (faaco, 2010) Systems Operations (OS)
provides monitoring and systems analysis recording (SAR), display recording, security and
diagnostics for ERAM elements. (faaco, 2010) Weather Data Processing (WDP) connects
ERAM to the Weather and Radar Processor (WARP) and the Weather Message Switching
Center Replacement (WMSCR). WDP processes WARP weather grids and applies it to FDP
trajectory modeling and DS for display at operational positions. (faaco, 2010) Conflict Probe
Tools (CPT) use flight data from FDP and provide conflict probe and trial planning. (faaco,
2010) General Information Processing (GIP) provides controllers with access to notices to
airmen as well as the ability to retrieve and enter general information. (faaco, 2010) Test and
Training Services provides the capability to execute simulation scenarios so that new systems
releases may be verified or to certify the system. (faaco, 2010) External Communication Services
(ECS) provides the physical connections to all external interfaces such as NEXRAD which is
used for precipitation information or WMSCR which is used for surface weather information.
(faaco, 2010) SWIM application services (SAS) where SWIM is an acronym for system wide
information management. SAS sends slight data operations for creating upgrading and deleting
to FDP and receives flight data from the FDP function. (faaco, 2010) The End Route Data
Distribution System (EDDS) , see appendix B, makes information such as flight and track data
FAA 10
available to other systems within and outside of the air route traffic control centers. (faaco, 2010)
The En Route Information Display System (ERIDS), see Appendix C, provides electronic access
to the controller of graphic and textual products that were only available on paper in the past.
(faaco, 2010) Some examples are standard operating procedures and charts. ERIDS also provides
controllers with notices to airmen pilot reports. (faaco, 2010) ERIDS was developed and
deployed in 2006 and 2007. (faaco, 2010)
One would think that the FAA would take the time and put in the necessary work and
effort to put ERAM through simulations and a battery of tests before implementing it. The FAA
conducted simulations and test under different scenarios to determine some of the benefits of
using ERAM. Air space alerts was one situation that was covered. An airspace alert may a
situation that involves a plane whose passenger is going into labor and needs to make an
emergency landing or if air force one needs immediate clearance to land. Overall there was a
decrease in the number of aircraft which penetrated the protected airspace when ERAM was
used. It helped controllers identify and control potential penetrators better. ERAM improved the
timeliness of identifying the aircraft which approached the boundaries of the protected airspace.
(Zingale, 2006) There was also a small decrease in workload and in air ground communications.
(Zingale, 2006) The controller can use vectors to move a plane away from certain protected areas
before violations happen. (Zingale, 2006) As far as the simulations were concerned ERAM
seemed to be on track so far. The systems architecture, the functional requirements seemed to be
executing their functions effectively. How would ERAM be affected if a channel stopped
working? Channel failure demands some sort of backup. These failures pertain specifically to the
host computer system (HCS).
FAA 11
In ERAM the active and backup channels are the same. (Zingale, 2006) When a channel
failed on the old legacy system the controllers would switch to enhanced backup surveillance or
(EBUS). (Zingale, 2006) With ERAM there doesn’t seem to be much other than a minor
disruption. Safety and effectiveness are not reduced. Other than a slight increase in workload
while the switch is being made ERAM will apparently handle channel failure better than the
legacy system. (Zingale, 2006) With the legacy system there is a large increase in workload until
air traffic is adjusted on account of the outage. (Zingale, 2006) This workload will last until the
host computer system is restored or traffic flow is adjusted to account for the outage. (Zingale,
2006)
Another simulation was conducted regarding what kind of impact an aircraft briefly
crossed air traffic control center boundary (ARTCC) would have. There was no change in safety
and an increase in efficiency. (Zingale, 2006) There is a slight increase in the amount of time the
plane spends in the sector since the aircraft is received sooner with ERAM sectors than with
legacy. (Zingale, 2006) The distance flown by the intervening air craft will decrease compared
with legacy since controllers can provide more direct routes than with legacy, the number of
aircraft handled in the intervening sector will decrease since the intervening sectors do not
control the aircraft any more. (Zingale, 2006) There were also decreases in the number of the
frequency of route amendments, handoff commands, and air ground communications. (Zingale,
2006)
Lockheed Martin is ERAM’s manufacturer and ERAM was supposed to be fully
operational at all FAA en route facilities before the end of the year 2010. (Steve, 2011) Right
now ERAM is only operational in the Seattle and Salt Lake City sites. (Schofield, 2011) It has
FAA 12
been installed in 18 more ATC centers in the continental U.S.A. but it is not yet operating at
those sites. The U.S. Transportation Department’s Inspector General has publicly described the
problems ERAM has been having. (Steve, 2011) The problems are:
The interfaces with other air traffic control (ATC) facilities
The aircraft data labels on the controller displays
The way handoffs are processed
The Software must be tailored for individual locations to meet the local needs such as
airspace configurations (Steve, 2011)
ATC systems all over the world easily execute the previously mentioned functions. (Steve, 2011)
This makes me wonder why they do not function with ERAM software. Correcting these
problems may cost as much as $500 million more than what has already been spent. (Steve,
2011) The FAA has partially shut down the project until the middle of September 2011.
(Schofeld, 2011) Testing on ERAM continues but introducing ERAM to new sites has been
stopped. (Schofeld, 2011) This is mainly to promote and maintain safety in air transportation. I
have found that both software and aviation experts alike are confused as to why it has been so
difficult to apply ERAM and confidence in the software is low. One must keep in mind that
ERAM is the largest and most comprehensive technological update in the history of the FAA.
(Gilbert, 2010) The National Air Traffic Controllers Association (NATCA) executive vice
president Trish Gilbert recently testified before a house transportation appropriation
subcommittee that ERAM is an “example of what happens without collaboration.” (Gilbert,
2010) The project began with no input from users with “front-line” knowledge of the system.
(Gilbert, 2010) Now in the late stages the FAA is reaching out for collaboration. (Gilbert, 2010)
FAA 13
It seems as though the FAA will, in spite of all ERAM’s shortcomings so far, overcome them
and continue to adapt. ERAM’s CMMI or, capability maturity model integration, level has most
recently been appraised at 1, performed, which is merely a start in process improvement. (GAO,
2004)
DISCUSSION:
One of the key elements in defining a system’s function is user interface. (Buede, 2009)
These are the functions associated with requesting and obtaining inputs from users, providing
feedback and output to users and then responding to the questions of the users. (Buede, 2009)
This is part of user interface processing. IDEF0 diagrams and functional architecture are basic
components of systems engineering. These also need user input to be complete. The FAA
neglected the basics of systems engineering and it cost them. I do not know why. I think it is
because in its fervor to overhaul the national aviation system the FAA’s previous administration
thought it knew better than users who were also the ones doing the fundamental work and
“bringing in the beans.” The users are also stakeholders. It isn’t wise to neglect users in any
system. Furthermore, ERAM’s operational functional architecture doesn’t present an input
which would help modify it for each particular ATC’s or airport’s unique air traffic situation. A
project of this scale will always have some bugs but I think this one may have more than are
acceptable.
FAA 15
Appendix B End Route Data Distribution System --- Operational Functional Architecture (faaco, 2010)
FAA 16
Appendix C En Route Information Display System----- Operational Functional Architecture (faaco, 2010)
FAA 18
References:
Binns, T (2003). The FAA, Chicago, IL: Heinemann Library
Buede, D (2009). The Engineering Design of Systems, Models and Methods, Hoboken, NJ:
John Wiley and Sons.
Confesor, S (2009) Government and Academia Partnership to Test and Evaluate Air Traffic
Control Decision Support Software. Atlantic City, NJ: International Test and Evaluation
Association.
Faa.gov (2010, November, 16). En Route Automation Modernization (ERAM) Retrieved
September 2, 2011 from http://www.faa.gov/air_traffic/technology/eram/index.cfm
Faaco (2010). FY11 ERAM Systems Overview, Retrieved September 2, 2011 from
https://faaco.faa.gov/attachments/FY11_Eram_System_Overview.pdf
GAO (2004). Air Traffic Control, Report to Congressional Committees. United States
Government Accountability Office, Retrieved September 8, 2011 from
http://www.gao.gov/new.items/d04901.pdf
Gilbert, T. (2010) National Air Traffic Controllers Association: Congressional Testimony
Retrieved September 2, 2011 from NATCA web sitehttp://www.natca.org/legislative_congressional_testimony.aspx?zone=Congressional%20Testimony&nID=415
FAA 19
Kuran, G. (1998). A Historical Guide to the U.S. Government. New York, NY: Oxford
University Press
LockheedMartin.com (2011) En Route Automation Modernization Program, Retrieved
September 2, 2011 from http://www.lockheedmartin.com/products/eram/index.html
Schofield, A (2011). ERAM Threatened Further by FAA Shutdown. Retrieved September
2, 2011 from Aviation Week Website:http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=aviationdaily&id=news/avd/2011/08/04/02.xml
Steve, (2011). ERAM Suffers Under FAA Shutdown. Retrieved September, 2 2011 from Roger-
Wilco website http://www.roger-wilco.net/eram-suffers-under-faa-shutdown/
Zingale, C. (2006) Methods for Examining Possible Effects of (ERAM) on Controller
Performance. Retrieved September 2, 2011 from Federal Aviation Administration
Website http://www.tc.faa.gov/its/worldpac/techrpt/tctn06-14.pdf
top related