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NASA NTRS2009

The UAH/NSSTC Advanced Radar for Meteorological and Operational Research (ARMOR)

The past four years have seen a marked enhancement in meteorological-radar infrastructure and radar-research capability at the University of Alabama-Huntsville (UAH) and National Space Science and Technology Center (NSSTC; a collaborative center supported by UAH, NASA-MSFC and USRA). This enhancement is due in part to the development of the ARMOR C-band dual-polarimetric radar facility (amongst other mobile radar facilities also discussed in this conference). The ARMOR radar, located at Huntsville International Airport, originated as a unique collaboration between university, government and broadcast meteorologists (the very first of its kind relative to concurrent operational, research and broadcast applications of dual-polarimetry). Contributions from each of these entities resulted in the upgrade of a surplus National Weather Service WSR-74C radar to a research-grade C-band polarimetric radar. The initial upgrade of the radar took place in late 2004 with WHNT-TV purchase and installation of a SIGMET (now Vaisala) Antenna Mounted Receiver (AMR), RVP8/RCP8 radar processor/antenna controller, new radome, and a new dual-polarimetric antenna feed. The AMR enabled simultaneous transmit and receive (STSR) capability and hence collection of dual-polarimetric moments. During the initial part of the AMR upgrade the original WSR74C antenna reflector and 250 kW magnetron-transmitter were used. In early 2005, a new 350 kW magnetron transmitter was purchased from Baron Services and installed. In October of 2006 a new high performance parabolic antenna and dual-pol feed (Seavey) were installed together with a new Orbit pedestal. ARMOR Radar control and data delivery are facilitated through the use of T-1 lines that run from the airport to both NSSTC and WHNT-TV in Huntsville. Under current operating protocols radar scanning and product development are completed at NSSTC, though meteorologists at WHNT-TV can also control the radar if desired. In its default scanning configuration the radar is operated 24/7 in an STSR polarimetric rain scan mode alternating with a surveillance scan on a 5-minute cycle; scans separated by 2.5 minutes. Every 2.5 minutes the raw data arrive at NSSTC where they are corrected in real time for attenuation and differential attenuation (using a constrained ZDR/Z-PHI approach) and new products are generated (e.g., rain maps, hydrometeor identification etc.). The raw and derived products are archived at NSSTC and also redistributed locally in real time over the network within NSSTC to the National Weather Service Forecast Office in Huntsville (collocated with NSSTC) for operational use. During periods of interesting weather the radar is often operated in full, sector, or RHI volume modes from NSSTC and coincident with UAH mobile radar or NWS NEXRAD radar platforms as needed.

Petersen, Walter A.↗
NASA NTRS2008

A Probabilistic Wake Vortex Lateral Transport Model Using Data from SFO and DEN

In a previous report, we considered the behavior of the lateral position of vortices as a function of time after vortex formation for Out of Ground Effects (OGE) data for aircraft landing at San Francisco International Airport (SFO). We quantified the spread in lateral position as a function of time and examined how predictable lateral position is under a variety of assumptions. The combination of spread and predictability allowed us to derive probability distribution functions (PDFs) for lateral position given observed crosswind (CW) velocities. In this study, we examine the portability of these PDFs with respect to other landing sites. To this end, we consider OGE data obtained by the Federal Aviation Administration for landings at Denver International Airport (DEN) between 04/05/2006 and 06/03/2006. We consider vortices from both B733 (Boeing 737 models 200-500) and B757 (Boeing 757) aircraft. The data set contains 635 B733 landings and 506 B757 landings. The glide slope altitude for these measurements was 280 m, determined by the average initial vortex observation adjusted for a 3-second delay in the initial observation. The comparable SFO altitude was 158 m. We note that the principal mechanism for lateral transport in the OGE regime is advection by the ambient wind. This implies that a simple crosswind correction may be effective in explaining much of the variation in the lateral transport data. In this study, we again consider the use of ASOS data and average Lidar crosswind data over the vortex altitude range to predict vortex location as a function of time.

Mellman, George R.↗
NASA NTRS2010

N+3 Small Commercial Efficient and Quiet Transportation for Year 2030-2035

This study develops a future scenario that enables convenient point-to-point commercial air travel via a large network of community airports and a new class of small airliners. A network demand and capacity study identifies current and future air travel demands and the capacity of this new network to satisfy these demands. A current technology small commercial airliner is defined to meet the needs of the new network, as a baseline for evaluating the improvement brought about by advanced technologies. Impact of this new mode of travel on the infrastructure and surrounding communities of the small airports in this new N+3 network are also evaluated. Year 2030-2035 small commercial airliner technologies are identified and a trade study conducted to evaluate and select those with the greatest potential for enhancing future air travel and the study metrics. The selected advanced air vehicle concept is assessed against the baseline aircraft, and an advanced, but conventional aircraft, and the study metrics. The key technologies of the selected advanced air vehicle are identified, their impact quantified, and risk assessments and roadmaps defined.

DAngelo, Martin M.↗
NASA NTRS2010

Separation of Lift-Generated Vortex Wakes Into Two Diverging Parts

As part of an ongoing study of the spreading rate of lift-generated vortex wakes, the present investigation considers possible reasons as to why segments of lift-generated wakes sometimes depart from the main part of the wake to move rapidly in either an upward or downward direction. It is assumed that deficiencies or enhancements of the lift carry over across the fuselage-shrouded wing are the driving mechanism for departures of wake-segments. The computations presented first indicate that upwardly departing wake segments that were observed and photographed could have been produced by a deficiency in lift carryover across the fuselage-shrouded part of the wing. Computations made of idealized vortex wakes indicate that upward departure of a wake segment requires a centerline reduction in the span loading of 70% or more, whether the engines are at idle or robust thrust. Similarly, it was found that downward departure of wake segments is produced when the lift over the center part of the wing is enhanced. However, it was also found that downward departures do not occur without the presence of robust engine-exhaust streams (i.e., engines must NOT be at idle). In those cases, downward departures of a wake segment occurs when the centerline value of the loading is enhanced by any amount between about 10% to 100%. Observations of condensation trails indicate that downward departure of wake segments is rare. Upward departures of wake segments appears to be more common but still rare. A study to determine the part of the aircraft that causes wake departures has not been carried out. However, even though departures of wake segments rarely occur, some aircraft do regularly shed these wake structures. If aircraft safety is to be assured to a high degree of reliability, and a solution for eliminating them is not implemented, existing guidelines for the avoidance of vortex wakes [1,3] may need to be broadened to include possible increases in wake sizes caused by vertical departures of wake segments. Further study may indicate that it is not possible to modify existing aircraft enough to prevent wake departures. Wake-avoidance guidelines must then be adjusted to provide the desired degree of safety. It appears that steps to avoid upwardly moving wake segments have already been incorporated into the avoidance procedures used for aircraft on approach to runways at the Frankfurt Airport [6,7]. The uncertainty in the prospects for compromises in flight safety caused by rapidly upwardly or downwardly moving wake segments suggest that it be specified that aircraft do not fly above or below each other during operations in the airport vicinity where aircraft are likely to be closely spaced [20].

Rossow, Vernon J.↗
NASA NTRS2010

Analysis of Dependencies and Impacts of Metroplex Operations

This report documents research performed by Purdue University under subcontract to the George Mason University (GMU) for the Metroplex Operations effort sponsored by NASA's Airportal Project. Purdue University conducted two tasks in support of the larger efforts led by GMU: a) a literature review on metroplex operations followed by identification and analysis of metroplex dependencies, and b) the analysis of impacts of metroplex operations on the larger U.S. domestic airline service network. The tasks are linked in that the ultimate goal is an understanding of the role of dependencies among airports in a metroplex in causing delays both locally and network-wide. The Purdue team has formulated a system-of-systems framework to analyze metroplex dependencies (including simple metrics to quantify them) and develop compact models to predict delays based on network structure. These metrics and models were developed to provide insights for planners to formulate tailored policies and operational strategies that streamline metroplex operations and mitigate delays and congestion.

DeLaurentis, Daniel A.↗
NASA NTRS2011

Simulator Evaluation of Runway Incursion Prevention Technology for General Aviation Operations

A Runway Incursion Prevention System (RIPS) has been designed under previous research to enhance airport surface operations situation awareness and provide cockpit alerts of potential runway conflict, during transport aircraft category operations, in order to prevent runway incidents while also improving operations capability. This study investigated an adaptation of RIPS for low-end general aviation operations using a fixed-based simulator at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC). The purpose of the study was to evaluate modified RIPS aircraft-based incursion detection algorithms and associated alerting and airport surface display concepts for low-end general aviation operations. This paper gives an overview of the system, simulation study, and test results.

Jones, Denise R.↗
NASA NTRS2010

Preliminary Investigation of Civil Tiltrotor in NextGen Airspace

Presentation intro: Tiltrotor aircraft have long been envisioned as being a potentially viable means of commercial aviation transport. Preliminary results from an ongoing study into the operational and technological considerations of Civil Tiltrotor (CTR) operation in the Next Generation airspace, circa the 2025 time-frame, are presented and discussed. In particular, a fleet of CTR aircraft has been conceptually designed. The performance characteristics of this CTR fleet was subsequently translated into BADA (Base of Aircraft DAta) models that could be used as input to emulate CTR aircraft operations in the ACES and AvTerminal airspace and terminal area simulation tools. A network of nine North-Eastern corridor airports is the focus of the airspace simulation effort; the results from this airport network viII then be extrapolated to provide insights into systemic impact of CTRs on the National Airspace System (NAS). Future work will also be detailed as to attempts to model the systemic effects of noise and emissions from this fleet of new aircraft as well as assess their leveraged impact on public service missions, in time of need, such as major regional/national disaster relief efforts. The ideal outcome of this study is a set of results whereby Next Gen airspace CONOPs can be refined to reflect potential CTR capabilities and, conversely, CTR technology development efforts can be better informed as to key performance requirement thresholds needed to be met in order to successfully introduce these aircraft into civilian aviation operation.

Young, Larry A.↗
NASA NTRS2011

Supersonics/Airport Noise Plan: An Evolutionary Roadmap

This presentation discusses the Plan for the Airport Noise Tech Challenge Area of the Supersonics Project. It is given in the context of strategic planning exercises being done in other Projects to show the strategic aspects of the Airport Noise plan rather than detailed task lists. The essence of this strategic view is the decomposition of the research plan by Concept and by Tools. Tools (computational, experimental) is the description of the plan that resources (such as researchers) most readily identify with, while Concepts (here noise reduction technologies or aircraft configurations) is the aspects that project management and outside reviewers most appreciate as deliverables and milestones. By carefully cross-linking these so that Concepts are addressed sequentially (roughly one after another) by researchers developing/applying their Tools simultaneously (in parallel with one another), the researchers can deliver milestones at a reasonable pace while doing the longer-term development that most Tools in the aeroacoustics science require. An example of this simultaneous application of tools was given for the Concept of High Aspect Ratio Nozzles. The presentation concluded with a few ideas on how this strategic view could be applied to the Subsonic Fixed Wing Project's Quiet Aircraft Tech Challenge Area as it works through its current roadmapping exercise.

Bridges, James↗
NASA NTRS2010

Airspace Systems Program: Next Generation Air Transportation System Concepts and Technology Development FY2010 Project Plan Version 3.0

This document describes the FY2010 plan for the management and execution of the Next Generation Air Transportation System (NextGen) Concepts and Technology Development (CTD) Project. The document was developed in response to guidance from the Airspace Systems Program (ASP), as approved by the Associate Administrator of the Aeronautics Research Mission Directorate (ARMD), and from guidelines in the Airspace Systems Program Plan. Congress established the multi-agency Joint Planning and Development Office (JPDO) in 2003 to develop a vision for the 2025 Next Generation Air Transportation System (NextGen) and to define the research required to enable it. NASA is one of seven agency partners contributing to the effort. Accordingly, NASA's ARMD realigned the Airspace Systems Program in 2007 to "directly address the fundamental research needs of the Next Generation Air Transportation System...in partnership with the member agencies of the JPDO." The Program subsequently established two new projects to meet this objective: the NextGen-Airspace Project and the NextGen-Airportal Project. Together, the projects will also focus NASA s technical expertise and world-class facilities to address the question of where, when, how and the extent to which automation can be applied to moving aircraft safely and efficiently through the NAS and technologies that address optimal allocation of ground and air technologies necessary for NextGen. Additionally, the roles and responsibilities of humans and automation influence in the NAS will be addressed by both projects. Foundational concept and technology research and development begun under the NextGen-Airspace and NextGen-Airportal projects will continue. There will be no change in NASA Research Announcement (NRA) strategy, nor will there be any change to NASA interfaces with the JPDO, Federal Aviation Administration (FAA), Research Transition Teams (RTTs), or other stakeholders

Kopardekar, Parimal H.↗
NASA NTRS2008

Aircraft System Analysis of Technology Benefits to Civil Transport Rotorcraft

An aircraft systems analysis was conducted to evaluate the net benefits of advanced technologies on two conceptual civil transport rotorcraft, to quantify the potential of future civil rotorcraft to become operationally viable and economically competitive, with the ultimate goal of alleviating congestion in our airways, runways and terminals. These questions are three of many that must be resolved for the successful introduction of civil transport rotorcraft: 1) Can civil transport rotorcraft actually relieve current airport congestion and improve overall air traffic and passenger throughput at busy hub airports? What is that operational scenario? 2) Can advanced technology make future civil rotorcraft economically competitive in scheduled passenger transport? What are those enabling technologies? 3) What level of investment is necessary to mature the key enabling technologies? This study addresses the first two questions, and several others, by applying a systems analysis approach to a broad spectrum of potential advanced technologies at a conceptual level of design. The method was to identify those advanced technologies that showed the most promise and to quantify their benefits to the design, development, production, and operation of future civil rotorcraft. Adjustments are made to sizing data by subject matter experts to reflect the introduction of new technologies that offer improved performance, reduced weight, reduced maintenance, or reduced cost. This study used projected benefits from new, advanced technologies, generally based on research results, analysis, or small-scale test data. The technologies are identified, categorized and quantified in the report. The net benefit of selected advanced technologies is quantified for two civil transport rotorcraft concepts, a Single Main Rotor Compound (SMRC) helicopter designed for 250 ktas cruise airspeed and a Civil Tilt Rotor (CTR) designed for 350 ktas cruise airspeed. A baseline design of each concept was sized for a representative civil passenger transport mission, using current technology. Individual advanced technologies are quantified and applied to resize the aircraft, thereby quantifying the net benefit of that technology to the rotorcraft. Estimates of development cost, production cost and operating and support costs are made with a commercial cost estimating program, calibrated to Boeing products with adjustments for future civil production processes. A cost metric of cash direct operating cost per available seat-mile (DOC ASM) is used to compare the cost benefit of the technologies. The same metric is used to compare results with turboprop operating costs. Reduced engine SFC was the most advantageous advanced technology for both rotorcraft concepts. Structural weight reduction was the second most beneficial technology, followed by advanced drive systems and then by technology for rotorcraft performance. Most of the technologies evaluated in this report should apply similarly to conventional helicopters. The implicit assumption is that resources will become available to mature the technologies for fullscale production aircraft. That assumption is certainly the weak link in any forecast of future possibilities. The analysis serves the purpose of identifying which technologies offer the most potential benefit, and thus the ones that should receive the highest priority for continued development. This study directly addressed the following NASA Subsonic Rotary Wing (SRW) subtopics: SR W.4.8.I.J Establish capability for rotorcraft system analysis and SRW. 4.8.I.4 Conduct limited technology benefit assessment on baseline rotorcraft configurations.

Wilkerson, Joseph B.↗
NASA NTRS2011

L-Band System Engineering - Concepts of Use, Systems Performance Requirements, and Architecture

This document is being provided as part of ITT s NASA Glenn Research Center Aerospace Communication Systems Technical Support (ACSTS) contract NNC05CA85C, Task 7: New ATM Requirements-Future Communications, C-band and L-band Communications Standard Development. Task 7 was motivated by the five year technology assessment performed for the Federal Aviation Administration (FAA) under the joint FAA-EUROCONTROL cooperative research Action Plan (AP-17), also known as the Future Communications Study (FCS). It was based on direction provided by the FAA project-level agreement (PLA FY09_G1M.02-02v1) for "New ATM Requirements-Future Communications." Task 7 was separated into two distinct subtasks, each aligned with specific work elements and deliverable items. Subtask 7-1 addressed C-band airport surface data communications standards development, systems engineering, test bed development, and tests/demonstrations to establish operational capability for what is now referred to as the Aeronautical Mobile Airport Communications System (AeroMACS). Subtask 7-2, which is the subject of this report, focused on preliminary systems engineering and support of joint FAA/EUROCONTROL development and evaluation of a future L-band (960 to 1164 MHz) air/ground (A/G) communication system known as the L-band digital aeronautical communications system (L-DACS), which was defined during the FCS. The proposed L-DACS will be capable of providing ATM services in continental airspace in the 2020+ timeframe. Subtask 7-2 was performed in two phases. Phase I featured development of Concepts of Use, high level functional analyses, performance of initial L-band system safety and security risk assessments, and development of high level requirements and architectures. It also included the aforementioned support of joint L-DACS development and evaluation, including inputs to L-DACS design specifications. Phase II provided a refinement of the systems engineering activities performed during Phase I, along with continued joint FAA/EUROCONTROL L-DACS development and evaluation support.

Henriksen, Stephen↗
NASA NTRS2005

Computationally Lightweight Air-Traffic-Control Simulation

An algorithm for computationally lightweight simulation of automated air traffic control (ATC) at a busy airport has been derived. The algorithm is expected to serve as the basis for development of software that would be incorporated into flight-simulator software, the ATC component of which is not yet capable of handling realistic airport loads. Software based on this algorithm could also be incorporated into other computer programs that simulate a variety of scenarios for purposes of training or amusement.

Knight, Russell↗
NASA NTRS2011

Use of Data Comm by Flight Crew to Conduct Interval Management Operations to Parallel Dependent Runways

The Interval Management (IM) concept is being developed as a method to maintain or increase high traffic density airport arrival throughput while allowing aircraft to conduct near idle thrust descents. The Interval Management with Spacing to Parallel Dependent Runways (IMSPiDR1) experiment at NASA Langley Research Center used 24 commercial pilots to examine IM procedures to conduct parallel dependent runway arrival operations while maintaining safe but efficient intervals behind the preceding aircraft. The use of IM procedures during these operations requires a lengthy and complex clearance from Air Traffic Control (ATC) to the participating aircraft, thereby making the use of Controller Pilot Data Link Communications (CPDLC) highly desirable as the communication method. The use of CPDLC reduces the need for voice transmissions between controllers and flight crew, and enables automated transfer of IM clearance elements into flight management systems or other aircraft avionics. The result is reduced crew workload and an increase in the efficiency of crew procedures. This paper focuses on the subset of data collected related to the use of CPDLC for IM operations into a busy airport. Overall, the experiment and results were very successful, with the mean time under 43 seconds for the flight crew to load the clearance into the IM spacing tool, review the calculated speed, and respond to ATC. An overall mean rating of Moderately Agree was given when the crews were asked if the use of CPDLC was operationally acceptable as simulated in this experiment. Approximately half of the flight crew reported the use of CPDLC below 10,000 for IM operations was unacceptable, with 83% reporting below 5000 was unacceptable. Also described are proposed modifications to the IM operations that may reduce CPDLC Respond time to less than 30 seconds and should significantly reduce the complexity of crew procedures, as well as follow-on research issues for operational use of CPDLC during IM operations.

Baxley, Brian T.↗
NASA NTRS2011

Progress Toward Future Runway Management

The runway is universally acknowledged as a constraining factor to capacity in the National Airspace System (NAS). It follows that investigation of the effective use of runways, both in terms of selection and assignment, is paramount to the efficiency of future NAS operations. The need to address runway management is not a new idea; however, as the complexities of factors affecting runway selection and usage increase, the need for effective research in this area correspondingly increases. Under the National Aeronautics and Space Administration s Airspace Systems Program, runway management is a key research area. To address a future NAS which promises to be a complex landscape of factors and competing interests among users and operators, effective runway management strategies and capabilities are required. This effort has evolved from an assessment of current practices, an understanding of research activities addressing surface and airspace operations, traffic flow management enhancements, among others. This work has yielded significant progress. Systems analysis work indicates that the value of System Oriented Runway Management tools is significantly increased in the metroplex environment over that of the single airport case. Algorithms have been developed to provide runway configuration recommendations for a single airport with multiple runways. A benefits analysis has been conducted that indicates the SORM benefits include supporting traffic growth, cost reduction as a result of system efficiency, NAS optimization from metroplex operations, fairness in aircraft operations, and rational decision making.

Lohr, Gary W.↗
NASA NTRS2011

A Concept for Flexible Operations and Optimized Traffic into Metroplex Regions

A "Flexible Flight Operations" concept for airport metroplexes was studied. A flexible flight is one whose destination airport is not assigned until a threshold is reached near the arrival area at which time the runway which reduces overall delay is assigned. The concept seeks to increase throughput by exploiting flexibility. The quantification of best-case benefits from the concept was pursued to establish whether concept research is warranted. Findings indicate that indeed the concept has potential for significant reductions in delay (and cost due to delay) in the N90 (NY/NJ) and SCT (Southern California) metroplexes. Delay reductions of nearly 26% are possible in N90 when 30% of the commercial airline flights are flexible (smartly selected by their low probability of connecting passengers); nearly 40% delay reduction is found when 50% of the flights are flexible. In the SCT metroplex, delay reductions estimates are greater. Greater reductions result at SCT since it is less constrained currently than N90, providing "more room" to take advantage of flexibility. Using the flexible operations concept for on-demand/air taxi and General Aviation flights were found to be beneficial at NY/NJ, indicating the flexible operations concepts may be useful to wide variety of users..

DeLaurentis, Daniel↗
NASA NTRS2011

Efficiency Benefits Using the Terminal Area Precision Scheduling and Spacing System

NASA has developed a capability for terminal area precision scheduling and spacing (TAPSS) to increase the use of fuel-efficient arrival procedures during periods of traffic congestion at a high-density airport. Sustained use of fuel-efficient procedures throughout the entire arrival phase of flight reduces overall fuel burn, greenhouse gas emissions and noise pollution. The TAPSS system is a 4D trajectory-based strategic planning and control tool that computes schedules and sequences for arrivals to facilitate optimal profile descents. This paper focuses on quantifying the efficiency benefits associated with using the TAPSS system, measured by reduction of level segments during aircraft descent and flight distance and time savings. The TAPSS system was tested in a series of human-in-the-loop simulations and compared to current procedures. Compared to the current use of the TMA system, simulation results indicate a reduction of total level segment distance by 50% and flight distance and time savings by 7% in the arrival portion of flight (~200 nm from the airport). The TAPSS system resulted in aircraft maintaining continuous descent operations longer and with more precision, both achieved under heavy traffic demand levels.

Thipphavong, Jane↗
NASA NTRS2007

Situational Lightning Climatologies for Central Florida, Phase 2, Part 3

The threat of lightning is a daily concern during the warm season in Florida. The forecasters at the Spaceflight Meteorology Group (SMG) at Johnson Spaceflight Center in Houston, TX consider lightning in their landing forecasts for space shuttles at the Kennedy Space Center (KSC), FL Shuttle Landing Facility (SLF). The forecasters at the National Weather Service in Melbourne, FL (NWS MLB) do the same in their routine Terminal Aerodrome Forecasts (TAFs) for seven airports in the NWS MLB County Warning Area (CWA). The Applied Meteorology Unit created flow regime climatologies of lightning probability in the 5-, 10-, 20-, and 30-n mi circles surrounding the Shuttle Landing Facility (SLF) and all airports in the NWS MLB county warning area in 1-, 3-, and 6-hour increments. The results were presented in tabular and graphical format and incorporated into a web-based graphical user interface so forecasters could easily navigate through the data and to make the GUI usable in any web browser on computers with different operating systems.

Bauman, William H., III↗
NASA NTRS2012

Application of Multihop Relay for Performance Enhancement of AeroMACS Networks

A new transmission technology, based on IEEE 802.16-2009 (WiMAX), is currently being developed for airport surface communications. A C-band spectrum allocation at 5091 to 5150 MHz has been created by International Telecommunications Union (ITU) to carry this application. The proposed technology, known as AeroMACS, will be used to support fixed and mobile ground to ground applications and services. This article proposes and demonstrates that IEEE 802.16j-amendment-based WiMAX is most feasible for AeroMACS applications. This amendment introduces multihop relay as an optional deployment that may be used to provide additional coverage and/or enhance the capacity of the network. Particular airport surface radio coverage situations for which IEEE 802.16-2009-WiMAX provides resolutions that are inefficient, costly, or excessively power consuming are discussed. In all these cases, it is argued that 16j technology offers a much better alternative. A major concern about deployment of AeroMACS is interference to co-allocated applications such as the Mobile Satellite Service (MSS) feeder link. Our initial simulation results suggest that no additional interference to MSS feeder link is caused by deployment of IEEE 802.16j-based AeroMACS.

Kamali, Behnam↗