The Alaska Aviation Safety project (AASP) was conceived and implemented to advance general aviation (GA) safety in the State of Alaska through the development of advanced technologies and the repurposing of existing technologies. The AASP’s research to date has been funded in part by grants from both the State of Alaska and the National Aeronautics and Space Administration (NASA) and has been managed by the State of Alaska (SOA), Department of Military & Veterans Affairs (DMVA).

A disproportionate number of US aircraft crashes occur in Alaska. According to the National Institute of Occupational Safety & Health (NIOSH) there were 1,319 commuter and air taxi crashes (excluding General Aviation) between 1990—2004 in the US of which 351 (27%) were fatal, resulting in 1,027 deaths. In contrast Alaska accounted for 473 (36%) of the total US air crashes resulting in 211 deaths (21% of all US deaths). It is important the reader understands these statistics are occupational related and do not account for general aviation pilots flying for other purposes than work related duties. Based upon statistics provided by NIOSH, commercial pilots in Alaska experience greater than four times the risk of fatality while working over a 30-year career than do their counterparts working in the Lower48 over the same career span.

General aviation is paramount in Alaska. It directly and indirectly supports all elements of the state’s cultural, civil and commercial infrastructure. It is not only essential that this aviation infrastructure be maintained throughout Alaska but every effort must be taken to assure that the aviation community is afforded the best possible alternatives with regard to safety. One of the most notable venues to accomplish this is to focus these efforts on select high risk air corridors.

In 2001 the AASP received $300K in grants from NASA. These funds were utilized in a proof of concept project whereby two major air corridors encompassing the most dangerous mountain passages were accurately mapped utilizing state of the art 3-D imaging techniques. In support of the $300K grant, NASA provided over $300K in data through a "state-data buy" request. In addition, at no cost to the State of Alaska, NASA also secured all the DEM data necessary to formulate accurate 3-D data models of the research areas. These maps were then digitally manipulated to accurately simulate dynamic visual navigation, throughout the 3-D data environment. A carefully planned flight route through the entire air corridor was plotted, complete with typical weather conditions, down drafts, escape routes and micro-climactic advisories. The mountain passages in question were Merrill Pass and Lake Clark Pass.

Generally this type of 3-D terrain data and dynamic flight simulation has been reserved for military and commercial training facilities. The general aviation sector has seldom had access to this type of technology. However, making the data available to the Medallion Foundation1 for dissemination to the general aviation community throughout Alaska has helped to significantly increase pilot training and awareness while decreasing accidents. This advancement of technology to the training environment in Alaska has been an overwhelming success and replaces traditional air route familiarization via narratives handed down through oral history.

In 2004, funding in the amount of $3.0M was received in the form of an additional grant from NASA to complete the mapping of ten additional air corridors encompassing high risk mountain passages/gaps. To date, twelve high risk mountain passes have been mapped utilizing high resolution satellite imagery and other elevation data to create a virtual 3-D experience of the following air corridors:

February of 2006 additional funding in the amount of $3.0M was released to the SOA in the form of a grant from NASA. This Phase III research was executed around the following five major investigative concepts:

1. Examine the challenges of accurately registering remote sensing dataset in inaccessible and previously un-mapped areas, then report on the feasibility of correcting existing data through remotely deployable ground target photo control;
2. Identify and collect new and existing datasets in order to validate previous research and to address three classes of localized aviation issues: Southeast Alaska flights, one large urban airdrome and several common air corridors;
3. Develop aviation safety / terrain recognition training and distribution platforms based on the products derived from research Phase elements 1 & 2;
4. Determine if it is possible to actively monitor and wirelessly transport images of dynamic climatic conditions from select rural aviation corridors to certain urban areas and ultimately directly to the cockpit;
5. Use novel device interfaces and airborne monitoring equipment to determine if commercial off-the-shelf (COTS) wireless devices and the existing commercial cellular back-plane infrastructure can support the general aviation community.

Remote Ground Truthing: the research data collected in phases I & II requires validation through ground control application and analysis. This must be completed in order for the existing datasets to be utilized to their fullest potential. Once the accuracy of native products has been reviewed, a plan may be devised to leverage the information as the basis for an in-cockpit aide to navigation. Real time positioning of an aircraft superimposed on a visual display could depict the 3-D terrain overlaid with other contextual data and route information to help with en-route decision support and situational awareness.

Dataset Expansion: in order to provide continuity throughout the AASP training products, additional data is needed to provide for air-corridor training assessment. Overlapping collection with Phase II products allows process validation, while extending the coverage permits the team to research the value of remote sensing training products for route training as well as terrain navigation training. In some cases, it is more feasible and cost effective to acquire up-lifts to existing licensing than to collect original data for pursuing these goals. Additionally, original data pertaining to the approaches to the DoD’s remote Long Range Radar (LLR) facilities will be obtained to examine remote airport approach training options.

Training & Distribution Platform Development: initial investigations concentrated on the social and technological value of true to world high resolution data sets which enhance terrain recognition while demonstrating an intelligent flight path. This capability was then used to enhance traditional flight simulator packages. The focus was then to determine the measurable impact it has had upon the GA community at large; the project proved overwhelmingly successful in these respects.

The platform development goal for Phase III was to develop a distribution model such that the remote sensing enhanced simulator and training products could be disseminated without the stakeholder’s presence at an established training center. This objective was enabled by third party simulator packages in conjunction with a web portal and compiled, interactive DVD training products.

Wireless GA Weather Data Update/Advisory: currently the FAA operates 55 weather cameras throughout Alaska, most of which are in remote areas and support responsible flight planning needs. However, once airborne, the aviator loses his or her connection to the data and may be navigating towards potentially deteriorating weather conditions. It is theorized that this information can be made available to the cockpit in real time, utilizing COTS terrestrial wireless devices and the related existing wireless ground based infrastructure. Phase III began this investigation through a proof of concept weather camera data collection, georeferencing, sampling, and display engine. The results of this effort are now available as a layer and attached toolset in the AASP portal map.

Wireless GA Monitoring/Tracking Examination – Cellular Propagation Study: Phase III research has led to exploring the distances traveled by existing, non-modified terrestrial wireless signaling (CDMA V.2 & GSM) as it pertains to aviation interests in an “above the horizon” approach. Some of the advantages of introducing these wireless systems into the cockpit or Unmanned Airborne Vehicles (UAVs) are:

• Real time positioning of the aircraft or UAV dynamically plotted within a 3-D depiction of the changing ground/obstacle terrain and flight path.
• Interactive geo-fencing of all aviation aircraft to ensure adequate airspace is provided to all aviation assets such that their location, bearing and altitude can be determined by all airborne aircraft.
• Ground based weather reports affordably received in the cockpit on a real time basis alerting the pilot of changing weather conditions while in flight.
• Climactic and meteorological data collection. It is plausible the fleet of commercial airliners could be affordably converted into a real time data collection platform that would effectively form a global umbrella at all altitudes for weather data collection activities.
• Flight tracking, geo-fencing and geo-referencing by ground control. This will greatly enhance the success of search and rescue missions and mitigate mid-air collisions.
• Command and control of geo-fenced UAVs supporting anti-terrorism measures.
• Flight systems monitoring by ground control. Conceivably flight systems could be monitored by a ground control station and dynamically analyzed in near real time for potential failure and the pilot alerted to a pending system(s) failure before he/she realizes the problem exists.
• Enhanced voice and data communications between air and ground.
• Enhancements to some of the existing on-board and ground based aviation devices that will ensure a more robust and safer aviation industry.

A compelling factor driving this investigation is the fact a robust, terrestrial, commercial wireless infrastructure currently exists and has a considerable national and international footprint. If the investigation demonstrates certain advantages to the wireless business model, the infrastructure could then be retrofitted to serve the general aviation community and potentially the commercial aviation segment; subsequently, the potential to significantly improve the aviation industry is substantial. This concept, if validated, would require no significant additional cost to the aviator, the aviation community or the federal government. Furthermore, it is a widely held belief that Alaska is the most compelling and logical field laboratory to conduct the necessary testing and subsequently refine the findings over a six year (2006—2012) pilot/prototype program. This is due to an accessible wireless spectrum that does not suffer from the RF interference associated with the sprawling metro areas of the Lower48. Alaska also presents a large geographical area, which can be used for testing proof of concepts models and for validating reception data in a wide range of conditions. In addition, the two wireless modulation protocols (GSM 3G & CDMA V-II) used throughout the global wireless industry are both deployed throughout Alaska.

In general terms, the overall vision of the AASP continues to be improving general aviation safety through technological advances and the repurposing of existing technology that bridges the gap between historical flying knowledge and exemplary training experiences and offers the widest possible distribution. In specific terms, the AASP’s goal is to reduce the frequency of airplane crashes through the repurposing of existing technology through: simulation training, in-cockpit navigational aids, two-way wireless data tethers, or even yet to be determined enhancements to flight safety, command and control and data collection measures.

The AASP is not concerned with a single safety solution, product or operational objective, but with the overall awareness of pilots to their environment. Since flight success is only found at the nexus of attention to navigational dangers, inclement weather risks, current traffic conditions, and the available exit strategies, the AASP invests in a dynamic array of technologies, datasets, and interaction models. Starting with basic flight operation training, the team follows up with route specific navigation solutions, true-to-life simulations, and en-route awareness tools, then closes the loop with solutions for flight parameter capture / review for the sake of continual improvement of flight operations and AASP products. While no single phase of research touches every aspect of these processes, by keeping the entire experience in mind, no product deviates far from the vision of integrated safety awareness. Current research may be categorized by the following research vectors:

Remote Sensing Data Products: Alaska’s navigational challenges are not all environmental in nature. In an age where most of the nation has access to state-wide imagery, terrain, and mapping data, Alaska is still without a reliable basemap to leverage as the visual basis for training products and documentation of aviation oral traditions. The AASP works closely with state, federal, and local stakeholders to work through the challenges of collecting, processing, and publishing remote sensing data from off-grid datasets. Research topics range from extracting value from winter data collects to advanced DEM processing techniques and novel ground truthing solutions applicable to unreachable geographic areas. Color corrected, spatially validated, and orthorectified products form the basis for the AASP’s true-to-life training experiences and situational context maps.

Flight Training Devices: Situational awareness begins with preparation. Decisions that determine the difference between life and death in an aircraft must be made in a split second with little or no warning. Understanding the risks, decision points, alternatives, and historically effective strategies for survival prepare pilots for these situations by tuning their perception to key situational variables and transferring the decision process from task to reflex. The AASP uses off the shelf training platforms such as Microsoft Flight Simulator and X-Plane as interactive environments, then builds custom training scenarios to highlight navigational landmarks, teach rapid decision techniques, and provide practice in tricky flight situations.

Airspace Visualization: The ‘Anchorage Bowl’ contains some of the most complicated airspace regulations and interactions in the nation. At the intersection of military, commercial, float, and GA traffic of every shape and size, deconfliction is a constant battle and strain on pilots, regulators, and traffic controllers. To help reduce the confusion with regard to airspace use regulations and expectations, the AASP works with FAA, Medallion, UAA, and other key airspace training partners to build interactive 3D training models that demonstrate common flight paths. These flight paths are rendered in context of pertinent regulations, visual airspace representations and perspective corrected views of official and inferred landmarks.

Several results and benefits are anticipated from the research being conducted in Phase IV. Some of the anticipated results are immediate while others are more visionary and are anticipated to be elements of subsequent follow on research.

1. Improved Command and Control: The terrestrial wireless system offers a robust transport medium for data enabling large continuous data transfers between the air and ground. This accommodates command and control as well as remote sensing objectives in a manner that is more efficient and cost effective than current Over-The-Horizon (OTH) communication alternatives. Traditional Ku Bandwidth performance runs between 9.6 Kbps and 26 Kbps in some cases when compression protocols are applied, this is in comparison to wireless networks which typically perform between 512 Kbps and 2 Mg. Not withstanding bandwidth restrictions the cost of communications for data through put associated with the satellite Ku band of $10 -- $20 per minute makes recurring operating costs prohibitive. A single 36 hour UAV mission could conceivably cost in excess of $43,000 for Ku Band communications alone thereby making UAVs economically infeasible for government, scientific or commercial interests.

2. Improved Airspace Awareness: Demonstrating that the E-911 geo-positioning elements of the COTS wireless devices can support aviation interests by tracking and displaying air traffic while en-route through the attributes afforded by the terrestrial wireless infrastructure opens several opportunities for further exploration and serves NASA’s vision of the Small Aircraft Transportation System (SATS). Geo-fencing and Geo-referencing all aircraft, UAVs, and ground assets opens up smaller airports with out air control systems for utilization as smaller transportation hubs. Already smaller, cheaper and faster jets are being produced such as the Eclipse 500, which recently received FAA certification. However, traditional air traffic control is lagging in the advancement necessary to open up the smaller un-controlled airports making this proposal timely.

Additionally, comments delivered by FAA Associate Administrator for Aviation Safety, Mr. Nicholas A. Sabatini during senate hearings regarding the Predator’s command and control issues as heard by the Commerce Committee suggest that the FAA has no immediate plans to solve the issues of Access to Airspace and Collision Avoidance with respect to certifying for flight the Predator or any UAV for that matter.

3. Improved Situational Awareness: Much of the research to date has dealt with improving ground terrain recognition and familiarization through the training materials produced by the AASP for use in the benign environment of a simulator. However, the intent is to get this information into the cockpit as a highly accurate moving map to be utilized as a navigational aide. The positioning data supplied by the GPS capabilities afforded by the E-911 elements of the COTS wireless devices in conjunction with the geo-fencing and geo-referencing of air traffic, albeit manned or unmanned, provides substantially improved situational awareness to the pilot(s) and complements NASA’s objectives in terms of Synthetic Vision.

4. Improved Meteorological Data Gathering Platform: By demonstrating the terrestrial wireless infrastructure can support aviation interests a tremendous achievement will have been gained in terms of getting critical and non-critical data to and from the cockpit by opening up large amounts of bandwidth for use in aviation as afforded by the terrestrial wireless system. This bandwidth could be used to relay critical flight operations information between the air and ground as well as to relay other data such as meteorological data gathered by literally an umbrella of aircraft flying through the atmosphere on regularly scheduled routes. Weather data could be relayed on the fly wirelessly to the National Weather Service’s (NWS) collection facility to support a very sophisticated weather and climate prediction model. All data could be cross referenced to the XYZ attributes of where and when the data was collected and relayed in real time continuously updating the prediction model.

5. Improved Anti-Terrorism Measures: Some elements of this research may be characterized as having classified elements, having said that: this is not a classified document and matters of National Security cannot be discussed herein. Further discussions regarding the potentially classified elements of this research can be addressed in appropriate channels with the Principal Investigator, Dr. Harpring. However, by demonstrating the terrestrial wireless system can be utilized to support aviation interests, and in light of the fact large amounts of bandwidth would then be accessible by aviation and security interests, it then becomes conceivable the remote control of an aircraft overtaken by terrorists would be possible, which would subsequently allow ground controllers to take control of the aircraft and fly it out of harms way.

6. Improved Search and Rescue Efforts: At the time of this writing there were two concurrent search and rescue missions being executed by the Alaska Rescue Coordination Center (RCC) of the Air National Guard (ANG). One of these searches has resulted in closure while the other remains active with out locating the crash site after four days of searching. Ironically the crash site is presumed to be with in 70-80 miles of Anchorage. Under the concepts being researched by the AASP this open search and rescue mission would most likely have been brought to closure within hours.

Under these concepts it is conceived an aviator would file a Digital Flight Plan (DFP) at a kiosk or through the web. The Aviator would plot the most favorable route based upon intelligent recommendations as it pertains to flying through mountain passes or air corridors, review real time weather conditions (DUATS and weather cams) along the selected route and submit for voluntary tracking of their aircraft via the E-911 capability of his or her wireless device. To initiate the flight plan the pilot would complete a series of data fields regarding his or her flight, voluntarily register their cell phone and then turn it on to allow for flight tracking by the RCC, once activated, this cell phone would receive priority by the commercial wireless provider. The selected channel would remain “active” and be used to transfer data between the cockpit and the ground. This wireless channel would also be "tagged" as an as an aviation channel for the duration of the flight. In this manner, if a pilot has the unfortunate experience of being downed the RCC would be aware of not only the circumstances of the flight but will also be able to actually pin point the position of the crash and expedite a rescue mission in a timely manner. And, finally—if the pilot is able—the RCC could communicate with a downed airman via the COTS wireless device to receive additional information as it pertains to the location of the crash and update the status of anyone injured thereby better preparing the rescue mission for a successful extraction.

This in effect takes the "search" out of "search and rescue". Furthermore, it reduces the size and scope of a mission while expediting a life saving effort. It also serves to significantly reduce the economic costs of mounting a search over a large geographic search area as well as reducing the potential danger to search and rescue personnel whom, under this scenario, would not be flying vast search and rescue grids looking for aircraft debris or oil slicks.