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Self-Separation from the Air and Ground Perspective ,[object Object],[object Object]

Introduction ,[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Introduction ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Methods ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Scenarios ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Concept ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],Similar in vertical plane

NLR Human-In-The-Loop Study Flight Crew Interface ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Subjective Results: Acceptability ,[object Object],[object Object]

NLR Human-In-The-Loop Study Subjective Results: Safety ,[object Object],[object Object]

NLR Human-In-The-Loop Study Subjective Results: Workload ,[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Objective Results: EPOG ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NLR Human-In-The-Loop Study Objective Results: Maneuvers ,[object Object],[object Object]

NASA Air-Ground Integration Study Methods ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

Background/Research Goal ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NASA Air-Ground Integration Study Scenarios ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NASA Air-Ground Integration Study Displays ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NASA Air-Ground Integration Study Flight Crew Results ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NASA Air-Ground Integration Study Pilot Detection Times

NASA Air-Ground Integration Study Controller Results ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

NASA Air-Ground Integration Study Controller Detection Times

General Summary ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

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General Summary ,[object Object],[object Object],[object Object],[object Object],[object Object],[object Object]

Future Research Issues ,[object Object],[object Object],[object Object],[object Object]

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To help ensure safe flights, air traffic controllers enforce a minimum time interval between takeoffs. Explain why this time interval between takeoffs can be shortened if the wind has a cross-runway component ( as opposed to blowing directly down the runway)? Solution Answer : Use different types of air traffic pattern. Procedures in the pattern[edit] Aircraft are expected to join and leave the pattern, following the pattern already in use. Sometimes this will be at the discretion of the pilot, while at other times the pilot will be directed by air traffic control. There are conventions for joining the pattern, used in different jurisdictions. Similarly, there are conventions for departing the pattern. There is also a procedure known as an \"orbit\", where an aircraft flies a 360° loop either clockwise or anticlockwise. This is usually to allow greater separation with other traffic ahead in the pattern. This can be the result of a controller\'s instruction. If at the pilot\'s initiative, the pilot will report e.g. \"(tail number or flight number) making one left-hand orbit, will advise complete\". To practice take off and landing, a pilot would often fly many patterns, one after another, from the same runway. Upon each landing, depending on the runway distance remaining, aircraft and pilot capabilities, noise abatement procedures in effect, and air traffic control clearance, the pilot will perform either a full stop landing (taxi to the runway beginning for subsequent take-off), a touch-and-go (stabilize in the landing roll, reconfigure the aircraft for take-off, and take-off without ever stopping the aircraft), or a stop-and-go (decelerate to a stop, then take-off from the remaining runway). In the U.S., when operating in a controlled airport a pilot can be cleared for the option, allowing any of the landing options above, or a rejected landing, at pilot\'s discretion. Time interval importance in radar system. Radar coverage Since centers control a large airspace area, they will typically use long range radar that has the capability, at higher altitudes, to see aircraft within 200 nautical miles (370 km) of the radar antenna. They may also use TRACON radar data to control when it provides a better \"picture\" of the traffic or when it can fill in a portion of the area not covered by the long range radar. In the U.S. system, at higher altitudes, over 90% of the U.S. airspace is covered by radar and often by multiple radar systems; however, coverage may be inconsistent at lower altitudes used by unpressurized aircraft due to high terrain or distance from radar facilities. A center may require numerous radar systems to cover the airspace assigned to them, and may also rely on pilot position reports from aircraft flying below the floor of radar coverage. This results in a large amount of data being available to the controller. To address this, automation systems have been designed that consolidate the radar data for the controller. This consolid.

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