NASA Scientific and Technical Aerospace Reports

technical evaluations of the enhanced or eLoran system have demonstrated that eLoran can provide important capabilities to
mitigate the loss of GPS in numerous applications. As a part of this evaluation process, Locus developed an integrated
GPS/WAAS/eLoran prototype aviation system in cooperation with FreeFlight Systems. Locus also worked independently with
Atlas Elektronik of Germany to develop a combined GPS/Loran system for marine military applications. FreeFlight and Locus
have recently completed their single unit prototype system, and it has just been delivered to the FAA. Flight trials of the
prototype are expected to take place soon and continue this spring. Flight tests on an earlier, two-unit prototype demonstrated
it easily met FAA required navigation performance (RNP) accuracy standards for non-precision approach (NPA). The
Locus/Atlas system is referred to as GLEE (for GPS-Loran-Eurofix Environment) and has been operational for approximately
one year. The GLEE system includes Eurofix technology, which utilizes Loran to distribute DPGS corrections and integrity
messages over a large region. GLEE has been successfully tested in the Baltic and North Seas under conditions that simulate
GPS denial. Locus has also developed other eLoran technology that will enhance eLoran s ability to complement and backup
GPS in systems such as GLEE and the FreeFlight/Locus device, and will facilitate integration with GPS. These include the
addition of a single axis gyroscope (SAG), a new H-field antenna, a new receiver front end, and three receiver operating modes
to provide additional secondary factor (ASF) corrections for the Loran position solution. One of the ASF modes takes in GPS
NEMA $GPGGA messages and calculates and applies ASFs in real time. This paper will review the FreeFlight/Locus and
Atlas/Locus GPS/eLoran systems and Locus new eLoran technology. It will also include results of flight and marine tests on
these systems.
Author
Global Positioning System; Loran; Systems Integration; Civil Aviation
20060002279 Embry-Riddle Aeronautical Univ., USA
Measurement of the Safety Impact of Installing ADS-B on General Aviation Aircraft at Embry-Riddle Aeronautical
University
Hampton, Steven; Theokas, Richard; Knopf, Ken, Technical Monitor; Proceedings of the Fifth Integrated Communications,
Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-18; In English; See also
20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on
CD-ROM only as part of the entire parent document
This presentation discusses impact of the installation of ADS-B with GBTS to decrease the number of aircraft near mid-air
collisions at uncontrolled, non-towered airfield. It also discusses the implications for application to general aviation activity
nationally in regards to the effectiveness of ADS-B to decrease near mid-air collisions nationally. They analyzed actual
numbers of reported NMAC frequencies, calculated rate of incidents per 100,000 flight hours in Daytona Beach (for the years
2000 thru 2003) and Prescott (for the years 1996 through 2003). These were completed by raw NMAC frequency per
month/per/year/per incident location. Harvested NMAC data was categorized NMAC events as occurring in one of three areas
within a 50nm radius of subject airports (i.e. DAB and PRC) with Data Beach practice areas and traffic patterns (including
45 deg. dogleg to downwind) and Prescott (still a work in progress for the years 1996 thru 2003). VFR vs. IFR (statistically
insignificant for DAB, where 99%% were VFR reports, but may prove significant for PRC, where more solo NMACs were
reported in addition to dual.
Derived from text
Airports; Collisions; General Aviation Aircraft; Safety; Installing; Position (Location)
20060002284 Spectra Research Systems, Inc., Arlington, VA, USA
The Single Integrated Airspace Approach to Global Airspace: One World-One Airspace-One Perception
Laska, William D.; Edwards, John; Caudill, Dirk; Chrisman, Andrew; Proceedings of the Fifth Integrated Communications,
Navigation, and Surveillance (ICNS) Conference and Workshop; November 2005, pp. 1-21; In English; See also
20060002231; Original contains color illustrations; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on
CD-ROM only as part of the entire parent document
After September 11th the number of flights worldwide decreased substantially. More than three years later, the situation
has returned to normal, and future projections indicate the demand for air transportation will outpace our ability to handle these
increases efficiently. This is especially true since the industry continues to use antiquated technologies and processes for Air
Traffic Management (ATM). The ability to maintain high levels of safety as more and more aircraft fly in and through
controlled airspace is of greatest concern. This concern is exacerbated as the projected numbers of non-traditional types of
aircraft, (i.e. UAVs and Micro Jets) are in use. The USA Department of Defense (DoD) is trying to resolve a similar problem
in controlling DoD use airspace with increasing lethality without sacrificing safety (e.g., fratricide). This problem is common
to many battle commanders that do not have a unified picture of the battle space. The Single Integrated Air Picture (SIAP)
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