text:
Multilateration techniques are used to provide accurate aircraft tracking data for aircraft on the ground and in the vicinity of an airport. From this data, aircraft noise and operations management may be enhanced. Aircraft noise may be calculated virtually using track data in real-time and provided to a user to determine noise violations. Tracking data may be used to control noise monitoring stations to gate out ambient noise. Aircraft emissions, both on the ground and in the air may be determined using tracking data. This and other data may be displayed in real time or generated in reports, and/or may be displayed on a website for viewing by airport operators and/or members of the public. The system may be readily installed in a compact package using a plurality of receivers and sensor packages located at shared wireless communication towers near an airport, and a central processing station located in or near the airport.
1. A method of performing real-time calculation of virtual emission levels caused by aircraft, comprising the steps of:
receiving, at a plurality of locations, radio signals from the aircraft;
time-stamping received radio signals from the aircraft with a time value indicating a time a radio signal is received at one of the plurality of locations;
calculating aircraft position and track from time stamps from the plurality of locations;
identifying the aircraft from data in the radio signals; and
determining emissions levels generated by the aircraft, from aircraft position and track in real time and outputting aircraft emissions level data.
2. The method of
3. The method of
providing at least one of a real-time or delayed display of aircraft tracks and emission levels on an internet website.
4. The method of
5. The method of
measuring aircraft emissions levels using at least one physical emissions monitor to measure actual aircraft emissions at a predetermined location, and
comparing measured aircraft emissions with virtually determined emissions levels to validate the predetermined algorithm.
6. The method of
7. The method of
8. A method of performing real-time calculation of virtual emission levels caused by aircraft, comprising the steps of:
receiving radio signals from the aircraft at a plurality of locations;
calculating, in a multilateration system, aircraft identification, position, and track from the radio signals;
determining emissions levels generated by the aircraft, from aircraft position and track in real time; and
outputting aircraft emissions level data.
9. The method of
10. The method of
providing at least one of a real-time or delayed display of aircraft tracks and emission levels on an internet website.
11. The method of
12. The method of
measuring aircraft emissions levels using at least one physical emissions monitor to measure actual aircraft emissions at a predetermined location, and
comparing measured aircraft emissions with virtually determined emissions levels to validate the predetermined algorithm.
13. The method of
14. The method of
The present application is a Divisional of U.S. patent application Ser. No. 11/342,289, filed on Jan. 28, 2006, and incorporated herein by reference; application Ser. No. 11/342,289 is a Continuation-In-Part of U.S. patent application Ser. No. 11/209,030, filed on Aug. 22, 2005, and incorporated herein by reference; application Ser. No. 11/209,030 is a Continuation-In-Part of U.S. patent application Ser. No. 10/830,444, filed on Apr. 23, 2004, and incorporated herein by reference; application Ser. No. 10/830,444 is a Continuation-In-Part of U.S. patent application Ser. No. 10/457,439 filed on Jun. 10, 2003, and incorporated herein by reference; application Ser. No. 10/457,439 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/440,618, filed on Jan. 17, 2003, and incorporated herein by reference; application Ser. No. 10/457,439 is a Continuation-In-Part of U.S. patent application Ser. No. 10/319,725, filed on Dec. 16, 2002, and incorporated herein by reference; application Ser. No. 10/319,725 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/343,237, filed on Dec. 31, 2001, and incorporated herein by reference; application Ser. No. 10/319,725 is a Continuation-In-Part of U.S. patent application Ser. No. 09/971,672, filed on Oct. 9, 2001, and incorporated herein by reference; application Ser. No. 09/971,672 is a Divisional of U.S. patent application Ser. No. 09/516,215, filed on Feb. 29, 2000, and incorporated herein by reference; application Ser. No. 09/516,215 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/123,170, filed on Mar. 5, 1999, and incorporated herein by reference; application Ser. No. 11/342,289 is a Continuation-In-Part of U.S. patent application Ser. No. 11/257,416, filed on Oct. 24, 2005, and incorporated herein by reference; application Ser. No. 11/257,416 is a Continuation-In-Part of U.S. patent application Ser. No. 11/203,823, filed on Aug. 15, 2005, and incorporated herein by reference; application Ser. No. 11/203,823 is a Continuation-In-Part of application Ser. No. 10/756,799, filed on Jan. 14, 2004, and incorporated herein by reference; application Ser. No. 10/756,799 is a Continuation-In-Part of U.S. patent application Ser. No. 11/031,457, filed on Jan. 7, 2005, and incorporated herein by reference; application Ser. No. 11/031,457 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/534,706, filed on Jan. 8, 2004, and incorporated herein by reference; application Ser. No. 11/031,457 is a Continuation-In-Part of U.S. patent application Ser. No. 10/751,115, filed on Jan. 5, 2004, and incorporated herein by reference; application Ser. No. 10/031,457 is a Continuation-In-Part of U.S. patent application Ser. No. 10/743,042, filed on Dec. 23, 2003, and incorporated herein by reference; application Ser. No. 10/743,042 is a Continuation-In-Part of U.S. patent application Ser. No. 10/638,524, filed on Aug. 12, 2003, and incorporated herein by reference; application Ser. No. 10/638,524 is a Divisional of U.S. patent application Ser. No. 09/516,215, filed on Feb. 29, 2000, and incorporated herein by reference; application Ser. No. 09/516,215 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/123,170, filed on Mar. 5, 1999, and incorporated herein by reference; application Ser. No. 11/342,289 is a Continuation-In-Part of U.S. patent application Ser. No. 11/145,170, filed on Jun. 6, 2005, and incorporated herein by reference; application Ser. No. 11/145,170 is a Continuation-In-Part of U.S. patent application Ser. No. 11/111,957, filed on Apr. 22, 2005, and incorporated herein by reference; application Ser. No. 10/111,957 is a Continuation-In-Part of U.S. patent application Ser. No. 10/743,042, filed on Dec. 23, 2003, and incorporated herein by reference; application Ser. No. 10/743,042 is a Continuation-In-Part of U.S. patent application Ser. No. 10/638,524, filed on Aug. 12, 2003, and incorporated herein by reference; application Ser. No. 10/638,524 is a Divisional of U.S. patent application Ser. No. 09/516,215, filed on Feb. 29, 2000, and incorporated herein by reference. Application Ser. No. 09/516,215 is a Non Prov. of Provisional U.S. Patent Application Ser. No. 60/123,170, filed on Mar. 5, 1999, and incorporated herein by reference.
The subject matter of the present application is related to the following issued U.S. patents, assigned to the same assignee as the present invention, all of which are incorporated herein by reference in their entirety:
U.S. Pat. No. 5,999,116, issued Dec. 7, 1999, entitled "Method and Apparatus for Improving the Surveillance Coverage and Target Identification in a Radar Based Surveillance System";
U.S. Pat. No. 6,094,169, issued Jul. 25, 2000, entitled "Passive Multilateration Auto-Calibration and Position Error Correction";
U.S. Pat. No. 6,211,811, issued Apr. 2, 2001, entitled "Method and Apparatus for Improving the Surveillance Coverage and Target Identification in a Radar Based Surveillance System";
U.S. Pat. No. 6,384,783, issued on May 7, 2002, entitled "Method and Apparatus for Correlating Flight Identification Data With Secondary Surveillance Radar Data";
U.S. Pat. No. 6,448,929, issued Sep. 10, 2002, entitled "Method and Apparatus for Correlating Flight Identification Data With Secondary Surveillance Radar Data";
U.S. Pat. No. 6,567,043, issued May 20, 2003, entitled "METHOD AND APPARATUS FOR IMPROVING THE UTILITY OF AUTOMATIC DEPENDENT SURVEILLANCE";
U.S. Pat. No. 6,633,259 issued Oct. 14, 2003 "METHOD AND APPARATUS FOR IMPROVING THE UTILITY OF AUTOMATIC DEPENDENT SURVEILLANCE";
U.S. Pat. No. 6,806,829, issued Oct. 19, 2004, entitled "METHOD AND APPARATUS FOR IMPROVING THE UTILITY OF AUTOMATIC DEPENDENT SURVEILLANCE";
U.S. Pat. No. 6,812,890, issued Nov. 2, 2004, entitled "VOICE RECOGNITION LANDING FEE BILLING SYSTEM"; and
U.S. Pat. No. 6,885,340, issued Apr. 26, 2005, entitled "CORRELATION OF FLIGHT TRACK DATA WITH OTHER DATA SOURCES".
The present invention relates to enhancements in the use of multilateration in noise and operations management.
In an article published in Airport Noise Report (www.airportnoisereport.com) in 2004, inventors Tom Breen and Alex Smith discuss how airport noise office needs are driven by technology and innovation in the market. The article comments on upcoming years in the airport noise monitoring business and identifies a number of positive trends in the industry. The following paragraphs are an extract from that article.
"The aviation industry is rapidly progressing towards the next generation of noise and operations monitoring systems (NOMS) as early adopters of the technology are gearing up for replacement of their legacy systems. Today's NOMS users are more sophisticated and are demanding high-tech solutions to their problems. The industry has responded and we are starting to see more innovation in the marketplace with the release of new systems and services and an increase in noise and operations monitoring patents and intellectual property.
Once the domain of expensive UNIX workstations, the NOMS market is now entirely focused on the personal computer, integration with desktop office software, and corporate networks. It is no longer satisfactory for isolated noise offices to produce weekly noise level reports on paper, plot low resolution flight tracks on a crude base map three days later, and hand type noise complaints into a database from a telephone answering machine. The next generation NOMS user is demanding real-time high-fidelity aircraft tracking and identification systems, calibrated base maps and geographic information systems, and Internet-based complaint data entry systems that feed more data than ever before into the NOMS while requiring less time from office staff.
These next generation systems are able process and provide significantly more data at a lower cost than previous systems. The Internet has revolutionized the way Americans get information and this revolution has not been lost on the next generation NOMS users who expect the Internet to be an integral part of their next NOMS. Features such as automated complaint entry systems based on Internet technology and Web-based noise office information portals are two new product trends being described in technical specifications being written today.
Another important development is the trend towards increasing data fidelity and availability in real time. The synthesis of new noise monitoring technology, improved aircraft tracking techniques, and the incorporation of other important data sources such as Digital Automated Terminal Information System (D-ATIS), will provide noise offices with more accurate information more quickly than previously thought possible.
Rannoch (Rannoch Corporation, Alexandria, Va., the assignee of the present application) has recently developed a unique capability to converge D-ATIS and other operations data with NOMS data. The D-ATIS data contains information about current weather (METAR), runways in use, field conditions, and advisories (NOTAMs), allowing AirScene™ to achieve the next dimension of awareness in terms of the airport operating conditions and flight conditions each flight experienced. Answers to questions that arise about whether airfield conditions explain why an aircraft did not follow a particular procedure are now easily and automatically explained by a report produced using Rannoch's AirScene™ NOMS.
Another interesting enhancement to the AirScene™ product line that is likely to increase data fidelity is (Rannoch's) new fully-integrated digital voice recorder. The AirScene™ voice recorder is fully integrated into the AirScene™ system. The user simply clicks the flight track of interest, and the AirScene™ digital recorder immediately plays back the ATC recordings made during that event. This automatic correlation of the digital voice recordings with the flight tracks significantly reduces the time and effort required to conduct this type of investigation.
The NOMS market is demanding innovative technological solutions and Rannoch is responding. (Rannoch) has recently joined the prestigious FAA Center of Excellence Aircraft Noise and Aviation Emissions Mitigation, created to identify solutions for existing and anticipated aircraft noise and emissions-related problems. Rannoch has also been awarded a five-year contract from the DOT's Volpe Center in Cambridge, Mass. This contract will be used to fund projects including new systems for improving aircraft tracking, surveillance, communications, air traffic management, and new technologies for airport environmental monitoring systems. These important research contracts ensure that Rannoch's internal product development is in lock step with current and future industry needs.
The fusion of automated data streams into the next generation noise and operations monitoring systems allows a level of understanding and awareness not possible a few years ago. Noise office staff members, who used to wait days for restricted-use flight tracks from the FAA, can now access high fidelity tracking information in real-time using technologies, which just a few years ago, were restricted to the military and air traffic control industry. Given the current rate of advancement and innovation we are seeing the noise and operations monitoring business, the presence of new aggressive vendors, and resurgence of the American aviation industry, the rate at which the NOMS business is changing is likely to continue accelerating over the next few years."
The above excerpt from the Airport Noise Report article outlines some of the innovations set forth in the parent applications of the present patent application, in particular, U.S. Patent Provisional Application Ser. No. 60/440,618 filed on Jan. 17, 2003, and corresponding U.S. patent application Ser. No. 10/751,115, filed on Jan. 5, 2004, entitled "Method and Apparatus to Correlate Aircraft Flight Tracks and Events with Relevant Airport Operations Information" (Alexander E. Smith et al.), both of which are incorporated herein by reference. These parent patent applications describe how airport operations and noise monitoring may be automated using multilateration and data fusion techniques. The following paragraphs describe the background of the application of Multilateration into the Noise Industry.
Multilateration has become extremely popular for aircraft tracking in the past several years. The majority of all U.S. Noise and Operations Monitoring (NOMS) contracts in recent years use multilateration as the surveillance source. Multilateration offers tracking capabilities not available from any other techniques or systems, and is particularly useful for tracking aircraft at low flight levels and on surface areas. The following review of different multilateration systems is based on publicly available information, which is believed to be correct, but readers are advised to make their own assessment. Most of the technical information provided herein is supplied from the various vendor websites (e.g., sensis.com, era.cz, and roke.co.uk, all three of which are incorporated herein by reference) and various publicly available sources including a November 2004 report NLR-CR-2004-472, entitled Wide Area Multilateration, Report on EATMP TRS 131/04, Version 1.0, by W. H. L. Neven (NLR), T. J. Quilter (RMR), R. Weedon (RMR), and R. A. Hogendoorn (HITT), also incorporated herein by reference.
Because of the significant investment in science and engineering required to successfully commercialize and produce multilateration products, there are only three or four companies in the world that produce multilateration systems. Additionally, one or two other large air traffic control systems providers claim to be testing prototype systems or to have multilateration systems in development. For example, Siemens Roke Manor has deployed systems used for height monitoring and has stated on their website other potential applications including wide area tracking.
Companies that have actually fielded a wide area multilateration system include Sensis Corporation, ERA, and Rannoch Corporation. Sensis is a U.S. company whose clients are mainly FAA and other aviation authorities. ERA is a Czech Republic company and has several European aviation authority clients. Rannoch (assignee of the present application) is a U.S. company whose clients include FAA, NASA, and several airport authorities. Each company uses the same general concept of time difference of arrival (TDOA) measurement for multilateration. However, the methods and system architectures used by each company are very different. Each company uses remote receiver stations and a central processing system or central server. One of the key requirements for TDOA measurement is accurate time-stamping of received aircraft transponder signals. The accuracy of the time-stamping is essentially the synchronization of the system and it must be performed to within a few nanoseconds (a few billionths of a second) in order to achieve accurate tracking results.
There are three different methods in use currently to perform synchronization. Sensis Corporation uses a reference transponder technique. This approach places a fixed transmitter or set of transmitters around the airport. The transmitters emit a transponder signal, just like aircraft, but from a fixed location. The system then uses these special transponder signals as a time reference (hence the term reference transponder) and then all other received transponder signals are timed relative to the reference.
The technique works well but has two main disadvantages. The first is that the system generates it own transmissions on the 1090 MHz radar frequency and the transmitters need line-of-sight to the receiver stations. In the U.S., the FAA will not allow this approach to be used for anything other than air traffic control (ATC) or Federal Government programs, as it uses some of the available capacity of FAA's radar frequency spectrum. Antennas used by Sensis for this technique, are illustrated in
A second approach is the central timing technique as used by ERA. This approach relies on the central processor to perform all of the timing from a single accurate clock source. Receivers placed around the airport do not perform time-stamping, they merely receive the aircraft's transponder signal, up-convert the frequency of the signal, and transmit it to the central server. There is no time-stamping or digitizing of the signal at the receivers, they merely convert and re-transmit the received transponder signal. Since there is no digitizing or processing, there is a known fixed time delay in the conversion and re-transmission process. All of the time-stamping and digitizing can then be performed at the central server using one clock source.
This second technique has significant disadvantages. A high-bandwidth, high power microwave links are needed between each receiver and the central station, as shown in
The manufacturer's recommended datalink frequency range is in the 10-30 GHz bands, the recommended minimum bandwidth is 28 MHz, and the datalink power ranges from 10 s to 100 s of Watts. The FAA is traditionally one of the strictest aviation authorities in terms of granting approval for radio frequency transmissions at airports. If a system is proposed for other than air traffic control applications and requires transmissions outside of approved commercial frequency bands (such as the digital WiFi 802.11 standards) it has not traditionally received approval in the United States.
A third technique is the satellite timing technique as used by Rannoch Corporation, assignee of the present application. This third technique uses satellite timing at each receiver to time-stamp received transponder signals. There are several satellite systems available including the U.S. Global Positioning System (GPS). The Rannoch AirScene™ system uses a patented (U.S. Pat. No. 6,049,304, incorporated herein by reference) technique for satellite synchronization, which is accurate to a few nanoseconds. In addition, the system offers advantages in equipment installation, as no line-of-sight is needed between receivers and the central station. Most importantly, there is no need to transmit any signals whatsoever, as data from receivers can be sent to a central station via non-radio techniques (e.g., hardwire, internet, local network, or the like).
A fourth technique is a height monitoring multilateration used by Siemens Roke Manor Research. Siemens was one of the pioneers of multilateration to determine aircraft height (i.e., altitude) for the reduced vertical separation program. Working with various governments and industry partners, Siemens deployed a handful of these sophisticated height measurement units. The company is believed to be embarking on an ambitious development program to apply this technology to commercial wide-area tracking.
The original height measuring devices used components and subsystems from many different suppliers, which made the overall systems very expensive. The systems were priced in the region of $10M USD each. As of October 2005, there are no known mature operational Siemens systems used for airport tracking applications such as NOMS. In mid 2005, in an independent assessment of the operational maturity of multilateration technologies, the German government (DFS) found only four companies to be qualified (Sensis, Rannoch, ERA, and Thales). Other systems, including the Siemens Roke Manor system, were not qualified by DFS as operationally mature at that time for airport tracking applications.
The different multilateration techniques are summarized in Table 1. Table 1 includes a column titled "active system." An active system is defined as one that needs to interrogate each aircraft to elicit a transponder reply. Of the four, only the Sensis system needs to interrogate aircraft, which is fundamental to the design of that system. The ERA and Rannoch systems do not need to generate interrogation signals as they both are designed to handle most aircraft transponder replies to a variety of other sources, such as ground radar or aircraft collision avoidance devices. Therefore, both the ERA and Rannoch systems can be classified as "passive" within the traditional definition of "active" and "passive."
However, this classification does not mean that all passive systems do not use radio frequency transmissions for some functions; it means only that the passive system does not interrogate aircraft transponders. As noted previously, the ERA "passive" system needs a high bandwidth microwave link (as illustrated in
As noted previously, the FAA is implementing an ASDE-X Multilateration Program in as many as 35 airports in the next 10 years in the United States. Many airport managers and operators have questions regarding the application of the ASDE-X program to commercial tracking applications. The following is an overview of the ASDE-X program and answers to frequently asked questions regarding that program.
The Airport Surface Detection Equipment-Model X (ASDE-X) program was initiated in 1999 and Sensis Corporation was selected as the vendor in the year 2000. The Senate Committee on Appropriations, in its report on FAA's fiscal year (FY) 2006 appropriations, expressed concern about the pace of ASDE-X deployment and reported that the FAA has not yet deployed systems to more than half of the planned sites due to changes in system design and additional requirements. The FAA originally planned to complete ASDE-X deployment to second-tier airports (e.g., Orlando International Airport and Milwaukee General Mitchell International Airport) by FY 2007 as a low-cost alternative to Airport Surface Detection Equipment-3 (ASDE-3) radar systems, which are deployed at larger, high-volume airports. However, the FAA now plans to complete deployment by FY 2009, resulting in a two year delay. While FAA has already procured 36 out of 38 ASDE-X systems, only three systems have been commissioned for operational use as of late 2005. FAA has invested about $250 million in ASDE-X and expects to spend a total of $505 million to complete the program. (See, e.g., www.faa.gov). A map of planned ASDE-X installations (from www.asdex.net, incorporated herein by reference) as well as upgrades to the older ASDE-3 systems is illustrated in
One question airport operators have is that if the FAA plans to install ASDE-X at their airport, what additional benefits, if any, would be provided by an AirScene™ system? The answer is that airports should be aware of realistic dates to receive an ASDE-X system, based on the delays and cost overruns associated with program. Once installed, the ASDE-X will provide coverage only on the movement areas, not in the terminal area, on the ramps, aprons, or to the gates. Furthermore, the ASDE-X system is an FAA system and airport access to the data is not guaranteed on an unrestricted or even on a restricted basis.
Thus, a number of ASDE-X airports have contracted for and are currently using an AirScene™ tracking system. These airports include T. F. Green State Airport, Providence, R.I., San Antonio International Airport, TX, and Raleigh Durham International Airport, NC. Several more ASDE-X airports are currently in contract negotiations and discussions for an AirScene™ system.
Another question airport operators ask is if their airport is receiving an ASDE-X system for the runways and taxiways (movement areas) would it just be a small incremental cost to add coverage at the gates, ramps, and aprons? While it would seem logical that the costs would be incremental, based on experiences at several airports, the cost of adding to a planned ASDE-X installation can be significantly higher than the installation of a complete stand-alone AirScene™ airport management system. Furthermore, adding onto an ASDE-X installation ties the program schedule to the FAA's schedule and involves the FAA directly in the airport's program. As a stand-alone system, the Rannoch AirScene™ does not require regulation, intervention, monitoring or interaction with the FAA or Air Traffic Control systems. Thus, an airport manager or operator can implement and operate the Rannoch AirScene™ system without having to obtain permission from the FAA and without government interference.
Another question is whether the ASDE-X system affects the performance of the AirScene™ system and/or whether the AirScene™ system affects the ASDE-X system. As noted above, the Rannoch AirScene™ system is a truly passive system. Thus, there are no detrimental effects to either system when they are both operational at the same airport. On the contrary, the presence of an ASDE-X system generates more transponder replies for the AirScene™ system to detect and build aircraft tracks. Since AirScene™ is a passive system; it causes no interference to the ASDE-X system whatsoever.
Another concern of airport operators is that is seems that there is a lot of work involved in finding sensor sites for ASDE-X sensors, and arranging telecommunications, particularly when some of the sites are located off airfield. AirScene™, however, uses small compact sensors and antenna (See, e.g.,
In contrast, AirScene™ sensors do not need line-of-sight to the airport and are so small that they can be mounted atop shared wireless communication towers. Through a contract with cell providers, AirScene™ has access to over 20,000 towers across the country. Therefore, there are few, if any issues of eminent domain, leasing, or siting with an AirScene™ system. Table 2 illustrates a comparison summary between ASDE-X and the AirScene™ system. As illustrated in Table 2, only the AirScene™ system presently provides a practical system for airport management.
From the foregoing description, it is quite clear that the only practical system for airport NOMS presently available is the Rannoch AirScene™ system. However, airports are becoming increasingly complex as a result of increased security concerns, increased traffic flow, cost reduction pressures, and the like. As a result, it is desirable to expand the capabilities and further enhance the AirScene™ system to provide additional features, which are of use to airport managers and operators in both the day to day operations of an airport, as well as in future planning and management. The present invention incorporates these improvements to the Rannoch AirScene™ NOMS.
The present invention provides a number of embodiments whereby multilateration techniques may be enhanced to provide additional or enhanced data and/or services for airport users, operators and other parties.
In one embodiment, multilateration data may be used for NOMS applications and may determine aircraft noise levels, either virtually, or combined with actual noise level measurements, and display such data in real-time or in response to queries from users. Such data may also be displayed on a website for designated users and/or members of the public or other individuals. Such a website may allow users to monitor noise levels and/or allow users or members of the public to enter noise complaints and the like. Virtual noise levels may be determined by knowing aircraft track (e.g., flight path, rate of climb, and the like) and type, as well as takeoff weight, fuel aboard, souls on board, and the like. From this data, noise levels can be accurately inferred based upon aircraft type and engine type. Noise levels from idling and taxiing can also be determined from ground track data obtained through multilateration.
Multilateration may also be used to enhance the placement of noise monitors in the community. Virtual noise calculations may be supplemented by actual noise monitoring stations (e.g., microphones) placed throughout a community. However, multilateration may allow for tracking of flight paths and provide a better model for placing such noise monitoring equipment. Thus noise monitors can be scientifically placed, rather than placed as based upon guesswork, political influence, or the like.
Once placed, multilateration can be used in real-time to trigger or "gate" signals from noise monitoring equipment, such that noise levels are measured only during periods were flights are nearby. Most noise monitoring equipment is indiscriminate with regard to type of noise recorded. Thus, if loud ambient noise from construction equipment, motorcycle or car, yard equipment (e.g., leaf blower or the like) occurs near the noise monitoring equipment, it may be reported as a false positive for a noise violation, even if no aircraft is nearby. By using aircraft tracking information in real-time, noise monitoring equipment may be monitored only when aircraft are in the immediate vicinity, thus eliminating false noise reports.
In another embodiment, aircraft emissions levels can be determined in a similar manner. Since emissions are a function of engine type and thrust, emissions can be virtually determined by measuring the load on the engine (based upon aircraft takeoff weight and climb profile) and knowing the type of engine on the aircraft. Aircraft identifying information can be used to access databases indicating aircraft type and engine type. In addition, the amount of time spent by an aircraft at the airport idling or taxiing can be determined by track data, such that emissions generated on the ground can be accurately calculated.
In a another embodiment, aircraft tracks are generated using multilateration systems independent of air traffic control radar, and are made available in real-time to noise monitoring personnel. Aircraft tracking data can then be correlated to measured noise level data to determine whether a noise violation has occurred or is in the processing occurring. If a noise violation is in the process of occurring, a pilot or other use can be warned of such an event, and can take effective action (e.g., reduce rate of climb, thrust, flight path, or the like) to alleviate noise levels. Noise violation information can be transmitted to a pilot or other user using audio radio signals, visual displays, recorded messages, or the like.
In another embodiment, multilateration is used to provide tracking and other data to operate airport websites, providing aircraft information for airport users and the general public. Such data can be used for noise monitoring websites, to elicit noise complaints from the public and assist the public and airport users in understanding noise problems. Members of the public and airport users may use such websites to determine whether a particular flight has arrived or departed, and where in the airspace or on the ground, a particular aircraft is located.
The entire system may be installed readily as a matrix of sensor packages installed on nearby shared wireless communication towers, along with a central station located in or near the airport. The sensor packages may include multilateration receivers for receiving radio signals from an airplane for use in determining aircraft position using multilateration techniques. The sensor packagers may also include physical noise and emissions monitors. The central station may receive signals from the sensor packages and generate detailed information regarding noise levels and emissions levels caused by aircraft. The use of this packaged approach reduces complexity and cost and eliminates the need for separate noise monitoring sensors and multilateration sensors.
Table 1 summarizes the different multilateration techniques in use today.
Table 2 illustrates a comparison summary between ASDE-X and the AirScene™ system.
The present invention is now described with reference to the Figures where like reference numbers denote like elements or steps in the process.
Referring to
Databases 712 may include Flight Information and may include Aircraft Communication Addressing and Reporting Systems (ACARS) data, Aircraft Situation Display to Industry (ASDI), Automatic Dependent Surveillance—Broadcast (ASD-B), Controller-Pilot Datalink Communication (CPDLC), Mode-S transponder data, and the like. This data generated from aircraft by radio signals may include relevant data 722 such as aircraft type and weight, cargo, fuel weight, time on gate, off gate, on wheels, off wheels, air traffic controller (ATC) communication recording, and the like. From this data, it is possible to determine aircraft weight, type, number of passengers, and other data relevant to airport revenue management. For example, number of passengers on each airplane can be collected to determine total number of enplanements for the airport.
Databases 714 may include Airport Data Sources, including Common Use Terminal Equipment (CUTE), Local Departure Control System (LDCS), (See, http://www.damarel.com/products, incorporated herein by reference) Property/lease management systems, Geographic Information Systems (GIS), Computer Aided Design (CAD) data of airport terminals and facilities, Noise and Operations Monitoring System (NOMS), and the like. Databases 714 may produce data 724 such as gates used, time on gate, off gate, passenger counts, revenue passengers, property and concession revenues, resource tracking, noise levels, and aircraft service records. This airport information, for example, when correlated with other data, such as aircraft tracking data, can indicate which gate an aircraft is parked at, which runways were used, and the like.
Aircraft Multilateration Flight Tracking Systems 716 may comprise, for example, Rannoch Corporation's AirScene™ Mlat (multilateration) system, which is capable of identifying and tracking aircraft both in the air and on the ground using multilateration of radio signals. Other aircraft tracking systems may also be used, including aircraft sensors mounted in taxiways and runways (e.g. conductive loops or the like) or other types of systems. Examples of such systems includes various models of Airport Surface Detection Equipment (ASDE), such as ASDE-X (see www.asdex.net, incorporated herein by reference), ASDE-3, and ASDE, as well as Airport Movement Area Safety System (AMASS), SITA Information Networking Computing (SITA INC), Short Messaging Service (SMS) (See, http://www.sita.aero/default.htm, incorporated herein by reference), the aforementioned ADS-B, and the like. Data 726 from such systems can produce actual aircraft positions or tracks (paths followed). Position and speed of aircraft can also be determined from such data. In addition, data 736 may include flight corridors, runways, taxiways, and gates used by aircraft, as determined from vehicle ground track, position and speed, along with other aircraft information and communications.
Other data sources 718 may describe airport conditions and may include digital D-ATIS (Digital Automatic Terminal Information Service, see, http://www.arinc.com/products/voice_data_comm/d_atis/, incorporated herein by reference), Automated Surface Observation System (ASOS), METAR (Aviation Routine Weather Reports, available from the FAA and other sources), TAF (Terminal Aerodrome Forecast) the aforementioned SMS, Internet weather sources, and the like. These sources may produce data 728 indicating which runways are preferred, meteorological data, surface conditions, precipitation/icing, coefficients of friction, and the like.
Note that all of the data sources 710, 712, 714, 716, and 718 do not need to be used in order to produce a satisfactory NOMS system. Some or all of these sources may be used, and/or additional sources of relevant data may also be applied. Each source of data may generate data, which may be relevant to airport revenue or expenses. Missing data may be filled in by other sources. In addition, data from different sources may be used to correlate data to increase accuracy of data reporting.
All of the available data 720, 722, 724, 726, and 728 may be provided to a NOMS database 730, called a "smart database" which is then available to support the NOMS software 740, which is used to process the information. From the NOMS software 740 via the internet, intranet, or from PC Clients on the airport network a large variety of users 750 can run reports and perform other airport operations.
In a first embodiment of the present invention, multilateration is used to provide more extensive flight tracking and aircraft identification than other passive Radar tracking technologies. Passive tracking techniques have been available for over 20 years. Megadata's Passur (www.passur.com, incorporated herein by reference) is installed at many airports, while a newer version called SkyTrak is marketed by Lochard Corporation (www.lochard.com, incorporated herein by reference) and is installed at a few airports. Both of these systems rely on the presence of conventional radar for coverage, so they cannot provide coverage when there is no existing radar coverage.
Since these techniques rely on existing radar systems for tracking, both the type of radar, and its configuration, may limit performance. For example, for a recent NOMS deployment in Boca Raton, Fla., the airport selected Lochard Corporation using a SkyTrak passive aircraft-tracking device. There were many requirements identified in the Boca RFP for the flight tracking system including Section 2-1.1.1, on page II-3, requiring reports that use an aircraft's start of take off roll, which is only possible with a flight tracking system that has good low-level coverage at the airport.
The intention of the SkyTrak's passive technology was to provide the extreme accuracy required for close-in applications. Yet, based on Boca Airport Authority meetings, the SkyTrak did not perform and is no longer installed, nor operating at the airport. In the August 2005 minutes of a meeting of the Airport Authority, the authority voted on and approved the implementation of an FAA radar interface for the airport's noise and operations monitoring system. The minutes are located at http://www.bocaairport.com/pdf/min-authority/8-05MN.pdf, and are incorporated herein by reference.
Multilateration, on the other hand, has been demonstrated to drive NOMS at large and small airports with good low-level coverage throughout the United States and overseas. NOMS systems using multilateration include Cincinnati Lunken Municipal, Ohio, Providence, R.I., Indianapolis, Ind., Louisville, Ky., and San Antonio, Tex. In the present invention, multilateration is used to track aircraft Noise and Operations Monitoring (NOMS) as well as secondary applications, such as providing aircraft tracking data to airport website or the like. The multilateration system of the present invention does not rely upon radar, and thus can be installed without FAA certification, approval, or other regulation. Since the system is passive, no licensing from the FCC is required for radio transmissions. Existing signals from aircraft are received by a plurality of receivers, which may be located on-site or off-site. The use of off-site receivers is particularly useful in situations where airport authorities may resist the installation of a system, which may be perceived as competing with existing, more expensive hardware.
In a second embodiment of the present invention, multilateration is used to overcome traditional constraints regarding placement of monitors for noise measurement throughout the community. Placement of noise monitors around airports has not been an exact science. Oftentimes monitors are placed within political boundaries, or in certain people's back yards, without any real scientific reason. For example, for a Part 150 Study for Seattle/Tacoma airport, the noise consultants asked the airport's committee members to pick sites from maps. As recorded in the committees minutes in 1999, (See, e.g., http://sus.airportnetwork.com/Committees%20Meeting%2010-24-02.pdf., incorporated herein by reference) noise consultant Paul Dunholter asked committee members to suggest areas for placement of noise monitors:
"Paul Dunholter, Project Acoustical Engineer, explained the purpose of the noise monitoring process. The primary tool for the noise analysis is the integrated noise model which generates the noise contours. The monitoring provides information to engineers about noise levels generated by specific aircraft at specific locations that they can use to compare with the levels that model predicts. A network of noise monitors will provide a noise pattern that will be combined with radar data from Lambert Field and FAA aircraft situational display data. Placing monitors at key technical locations and at places the community chooses helps provide data to verify that the model will do a reasonably good job of predicting noise levels. There will be around eight to ten monitoring sites for continuous and five to six for spot measuring. The length of time will depend on weather conditions and mix of aircraft. Sideline noise is harder for the model to predict, so monitoring may help provide data to improve contour accuracy. Exact monitoring times will not be widely publicized. The noise monitoring is in addition to the FAA modeling requirements; the airport wants to obtain adequate data to verify that the model accurately predicts conditions around the airport. The model has been improved since the previous study. Besides the DNL contour, other metrics will be produced that will help the group evaluate how various alternatives will impact noise levels. This study will address aircraft associated with Spirit of St Louis Airport, not those from Lambert or other airport. Regarding corporate jets, the newer planes (Stage III) are dramatically quieter than the older models (Stage II) which are gradually becoming a smaller percentage (now around 10%) of the fleet mix. Mr. Dunholter asked committee members to look at the map and suggest sites for placing monitoring equipment within general areas. Several neighborhoods were identified and representatives asked to provide specific site proposal information."
Highly accurate flight track information from multilateration, coupled with detailed aircraft information, allows for accurate modeling of noise levels at any location. Coupling this with validation information based on several real time monitor locations allows for validated estimates throughout a local area. Therefore it is now possible to deploy a small subset of monitors at locations of convenience and to accurately model noise events from aircraft throughout an area around the airport.
In a third embodiment, multilateration is used to perform noise monitor event triggering based on real-time noise calculation and flight tracking. Triggering noise monitors acoustically is difficult in areas of high ambient or low source level noise. For example at the 129th ASA Meeting in Washington, D.C. in May 1995, Mr. Nathan B. Higbie gave a presentation on the subject as follows:
"The agreements negotiated for the new Denver Airport present an interesting example of how legal considerations can govern how noise measurements are made. The agreements stipulate certain noise limits on communities surrounding the airport. These limits are expressed in aircraft Leq(24), and are placed at 102 points, some over 15 miles away. There are financial penalties if any values are exceeded for a year. A signal-to-noise measurement problem resulted since modeled values of the aircraft Leq(24) were lower than measured Leq(24) community noise. The problems that needed solving were detection and quantification of aircraft noise in low signal-to-noise, and assignment of each noise event to its source. Arrays and other spatial techniques were proposed, but were too costly and would not meet Type 1 measurement requirements. A floating threshold was implemented so that noise events could be detected for any ambient condition. To date, all airport monitoring systems have used a fixed threshold since signal-to-noise is not a problem. The events are then correlated with the flight track data using a statistical pattern recognition algorithm whose parameters are optimized for each monitor location."
Specifically, Mr. Higbie pointed out that the problems that needed solving were detection and quantification of aircraft noise in low signal-to-noise, and assignment of each noise event to its source. One way to overcome this is to use a high fidelity multilateration flight tracking source which when integrated with the static monitors, will effectively tell the monitors when and where to detect aircraft noise events. This a priori knowledge would assist in event detection before the monitors are able to detect the aircraft based on real time noise measurement and modeling. This technique works where other monitor-based triggering techniques cannot, and it has much higher capture rates than conventional techniques. Works when signal levels are below noise levels.
In this embodiment of the present invention, aircraft tracking data may be used to trigger or "gate" local noise monitors, such that ambient noise is ignored when aircraft are not present in an area covered by a local noise monitoring device. When an aircraft track indicates it may be in the proximity of a noise-monitoring sensor, data from that sensor may be monitored during that period only. In this manner, ambient noise from local conditions will not be mistaken for airplane noise.
Similarly, triggering may be used to measure ambient noise at a location where no airplane noise is present. Determining the effect of airplane noise on a particular environment requires that a measurement of background or ambient noise be made, so that the effect of aircraft noise in the area of measurement be determined. If an area is inherently noisy due to ambient conditions (e.g., truck traffic or the like), then aircraft noise might not be deemed a nuisance. Abating aircraft noise in such ambient noisy environments is a waste of noise operations resources and also unfair to aircraft owners and operators. Using multilateration to track aircraft, it is possible to determine when a particular noise monitor is not being affected by aircraft. At such instances, measurements of ambient or background noise can be correctly made so that the overall effect of aircraft noise can be correctly evaluated.
In a fourth embodiment, multilateration may be used to support highly accurate correlation of aircraft flight tracks and aircraft identification to noise levels. Some older style noise monitoring systems had very limited flight tracking data, and some had none at all, meaning they could only really collect ambient noise levels over time with little or no correlation to aircraft flight tracks and movements. In a press release dated Jan. 15, 2003, BridgeNet provided the following information on a (then) new noise system at Jackson Hole Airport, Jackson Hole, Wyo. (www.airportnetwork.com, incorporated herein by reference):
"The Jackson Hole Airport Board, responsible for the Jackson Hole Airport (JAC), Teton County, Wyo., awarded the contract for the acquisition and installation of a permanent noise monitoring system (NMS) to BridgeNet International, based in Costa Mesa, Calif. This project presents several unique challenges for an airport NMS. The airport is located entirely within Grand Teton National Park, the only U.S. airport to have such a distinction. The pristine and sensitive environment require that the system measure noise in remote and quiet back country locations while blending in with the surrounding environment. BridgeNet International is utilizing noise-monitoring hardware manufactured by 01dB-Stell, (headquartered in Lyon, France) to provide a system capable of meeting the goals and requirements of the NMS desired by the Jackson Hole Airport Board. The noise monitoring system is designed to operate remotely with only the noise monitoring hardware located in the airport environs. All analytical and reporting tools are accessed through the Internet using BridgeNet's web-based technology. BridgeNet will provide the collection and analytical software tools allowing the airport to monitor, analyze and report the noise environment created by aircraft operations. All collected data and software will be located in BridgeNet's offices in California and can be accessed by JAC Airport through the Internet. This remote accessibility provides JAC Airport administrators with all of the analytical and reporting tools necessary to monitor and model the noise environment, without the need for additional personnel and cost. BridgeNet continues to pioneer the advantages of a "virtual noise office" by designing systems capable of integrating disparate data and then transforming this data into useful information via web-accessible applications software. The installation of a permanent NMS comes after many years of seasonal noise measurements and fulfills both the desires and requirements of the JAC Board to meet their obligations to the National Park Service and the Department of the Interior. Final installation will occur in summer of 2003."
Without an independent source of flight tracking that is independent of ground based Radar, airport noise offices such as Jackson Hole will have difficulty correlating flight information to noise events, as ground-based radar tracks are generally not available to noise officers in real-time. In order to properly identify noise events with particular aircraft, a noise officer needs unfettered access to tracking and noise data to make correlations, or to have such correlations made automatically. Air Traffic Control radar data is generally available only through the use of tapes or removable disks, which have to be requested and analyzed, often days or weeks after an event. By contrast, other similar small airports with no nearby Radar contracted for multilateration-based noise and operations systems and do have the capability to track and identify aircraft and performance many difference noise office functions that rely on flight tracks. These airports include Hyannis, Mass., Cincinnati Lunken, Ohio, East Hampton, N.Y., Ohio State University, OH, and Hanscom, Mass.
Aircraft noise violations can thus be determined in real-time, either by using measured noise data from noise monitoring systems, virtual noise calculations, or a combination of both and other techniques. Aircraft causing the noise violation can be identified in real-time. With this system, a pilot or other use can be notified in real-time of a noise violation, and effective action taken to alleviate or reduce the impact of the noise violation by reducing rate of climb, thrust, changing flight path, or other action. A pilot or other user may be notified using verbal radio commands, recorded messages, visual display, or the like.
Virtual noise calculation techniques can be used to warn when noise levels are approaching violation thresholds, such that the pilot or other use can be warned of such an occurrence. Different colors may be used in a visual display (e.g., green, yellow, red) to indicate noise level violation status, with green meaning no violation, yellow meaning a violation threshold has been approached, and red meaning a violation has occurred. Of course, the pilot retains ultimate authority over his aircraft, and can ignore such warnings if conditions require (e.g., emergency situation, weather conditions, or the like). In addition, virtual noise monitoring equipment can be aircraft-mounted, using rate of climb, thrust, load, and altitude data to calculate virtual noise levels on the ground.
Such a predictive system sending noise warnings to the pilot may do so in such a way not to interfere with safety. A pilot shouldn't be making a last minute evasive maneuver to avoid creating noise. However, the system may be programmed to advise the pilot that a if they are executing a particular standard arrival (STAR) or standard departure (SID) with a particular aircraft configuration and weight, and the like, that such conditions may or will cause a noise violation. Obviously, safety is paramount, and it would be necessary not to add to cockpit clutter and/or distract the pilot with noise data during sensitive takeoff and landing operations, unless such data could be presented in an unobtrusive manner and/or provided during pre-flight or non-sensitive flight times.
In a fifth embodiment, high fidelity aircraft dynamics from multilateration data is used to support new generation airport websites and provide unique website features. At the time of filing the present application, the WebScene™ website, powered by AirScene™ multilateration flight tracking, is poised to become the leading website for airport NOMS, with clients including Providence R.I., San Antonio Tex., Louisville Ky., Ohio State University, Ohio, Indianapolis, Ind., Boston, Mass., and Raleigh-Durham, N.C.
Examples of traditional-style websites include San Francisco International Airport shown at http://www.flyquietsfo.com/live/, incorporated herein by reference. That website uses near-real-time tracking of aircraft using their Mode A/C codes (not Mode S) and therefore was unable to identify specific aircraft in near-real-time, as is illustrated in the example display of
Other airport websites have used a timed delay of Government radar such as: http://www.oaklandtracks.com/noise/noise_management_replay.html, also incorporated herein by reference. This particular style of website requires the viewer to install an SVG plug-in before viewing. The flight tracks use delayed data from FAA Radars, and the noise levels are actual recorded levels as fixed noise monitor locations. Although plugs-in are required and the data are delayed in cooperation with the FAA, this style of website was quite progressive when it was introduced circa 2003.
In early 2005, Rannoch Corporation introduced a "2nd generation" website for airport noise and operations monitoring. This advancement offers a state-of-the-art noise monitoring system with a fully-integrated web solution. For some airports, the Web interface to AirScene™ is the primary method through which many airport employees and for most community users to experience the NOMS. In designing the interface it was vital that it be straightforward, intuitive, and secure. Rannoch also offers on-site fully-integrated approaches to websites in order to provide the highest levels of access, simplicity, functionality, flexibility, data security, and data consistency.
One of the primary functions of the website is to interactively display flight tracks on a base map. To accomplish this objective, Rannoch's web display design has an interactive map that has the capability display near-real-time and historical operations, tracks, and available noise data. A user may select a flight operation in order to; display flight number, aircraft ID, beacon code, "current" altitude and speed; initiate a complaint from the operation; perform an "is it normal" assessment of the operation based on criteria defined by the airport; zoom in and out, pan, re-center, and control playback speed; and zoom the map to a specific street address as part of an address lookup function.
The user community may also be able to submit complaints to the airport through the web interface. To accomplish this task, Rannoch's second-generation web solution provides an interactive complaint entry form for the users to enter critical information about the complaint. This form contains the following basic features: a complaint entry form and web entry form; complaint entry functionality that assures that complaint data are entered into the AirScene™ complaint database to maintain data continuity; and the capability to allow the user to enter complains either anonymously or as a registered user. For registered users, the system may provide: a secure login capability, and the ability to check the status of their complaints and receive status via email. The email response will be similar in form and content to the "Aircraft Disturbance Report".
Rannoch's web solution also allows the user to view reports. Some of the reports include runway utilization, property look-up, and noise contours. In addition, the user is able to run a subset of reports interactively on the website, facilitating user-driven analysis and information gathering on disturbances. Rannoch's 2nd generation web solution is more seamless and secure than earlier predecessors. It reduces the need for browser plug-ins that the end user would need to install on their computer. Instead of re-directing the browser to outside URLs, the website can be hosted by the airport. Browsers can gain access to the data through Port 80 making use and support of the website simpler. This solution allows the airport to better control access, security to the data, and improve overall performance.
In a sixth embodiment, the use of multilateration flight tracking enables real-time modeling of aircraft noise levels throughout an airport's terminal area. This embodiment enables new features, which allow high-fidelity calculations of aircraft-generated noise substantially at any point in space around an airport. Virtual Noise Monitor (VNM) is a component of the next generation airscene.net platform.
Virtual Noise Monitoring makes use of the integration and fusion of data from multiple sources such as ACARS, D-ATIS and Rannoch's own high precision AirScene™ multilateration and ADS-B surveillance technologies, which provide the most complete, accurate, and real-time information on aircraft location and movement. Without denying the value of traditional noise measuring equipment, the inclusion of this extra information into high-power, user-friendly applications, which incorporate both existing and innovative modeling solutions, will allow airports to provide noise-monitor-equivalent output at any point in the community—on demand. Aircraft noise and emissions calculations had previously been greatly dependent on a variety of modeling assumptions and on a level of professional judgment that placed a practical limit on the accuracy and repeatability of the analysis. With billions of dollars of property development, noise insulation programs, and land acquisition activities riding on the calculation of the noise levels worldwide, the Virtual Noise Modeling of the present invention raises the industry standard for noise model accuracy.
The VNM process uses a number of techniques for improving the calculation of noise metrics based on data available only in AirScene™, including high-resolution flight track data from the ADS-B and multilateration flight tracking systems; actual aircraft weight, type, engine type and thrust; and a variety of weather and environmental information. More accurate modeling may help answer questions associated with questionable results from physical noise monitors located in areas where high ambient levels, other intrusive sources, and multiple simultaneous noise events prevent accurate measurements. AirScene™ features improve the accuracy of current modeling techniques by greatly improving the quality of the input data, especially flight track data. Since airports worldwide are becoming more dependent on noise modeling to direct large investments in residential insulation and property acquisition, the next logical step is to increase the accuracy of the modeling input.
Such a website may comprise, for example, the AirScene™ Airport Noise Operations Monitoring (NOMS) website 1010 as illustrated in
As noted above and in earlier applications, flight track data from aircraft 1090 may be obtained by multilateration of radio signals from aircraft 1090. These radio signals may be received at a number of radio receivers 1030, which may be located at the airport 1070 or nearby. In one embodiment, receivers 1030 are located on shared wireless communication towers (e.g., cell phone antenna sites) or other readily accessible locations, and may be packaged with other monitors such as noise, emissions, and other environmental monitors (e.g., temperature, humidity, wind velocity and direction, wind shear, and the like). The accurate aircraft track produced through multilateration enhances the accuracy of existing and proposed virtual noise models. Moreover, the use of off-site radio receivers 1030 allows the system to operate independently from airport 1070.
Custom data reports may also be provided on website 1010 and complain input forms (either as on-line data entry or downloadable forms) may be provided via secure user login. Providing a user login with name and address and password data would prevent overly zealous noise complaint users from spoofing the system by providing false complaint data (e.g., entering a neighbor's name and address on a complaint form to make it appear that more people are complaining than actually are). Complaint data can be manually or automatically audited by e-mailing, calling, or mailing selected users to confirm whether their complaint was actually made.
Public and private data may be made selectively available to enable users to track complaint status on-line, see responses to submitted complaints, enter new complaints, and customize their own user environment (myAirScene™). Privacy concerns may be addressed by providing data selectively to users such that personal identification information (name, address, and the like) is available on a selected basis to system operators. Public users can monitor their own complaint data and may be allowed to view complaint data from others with personal information suitably redacted.
In another embodiment of the present invention, aircraft emissions exceedance warnings 1020 may be generated by the system. Real time tracking data, combined with a predictive modeling 1040, may notify a user and pilot when emissions from the aircraft may exceed predetermined guidelines. Again, from aircraft track, weight, engine type, and other data, aircraft emissions modeling may predict emissions using a virtual model based upon these inputs. This emissions warning may be audio or visual, and can be transmitted to the pilot in real-time. Such warnings can reduce the amount of airport emissions and thus help cities and other jurisdictions comply with clean air law requirements.
In addition, aircraft emissions modeling 1040 may be used to determine overall aircraft emissions from an airport, and calculate aircraft emissions over time. From such data, and airport operator can determine whether aircraft emissions are increasing or decreasing over time, and also determine what events are causing increased emissions. For example, if larger numbers of older, more polluting aircraft are the cause of increased emissions, an airport operator can work with airlines to schedule newer aircraft for routes to that airport. Alternately, landing fees can be evaluated and adjusted based upon emissions levels of aircraft involved, to provide an incentive for airlines to use lower emissions aircraft and/or train pilots to avoid high emissions producing maneuvers. Similarly, if it is determined that certain maneuvers are resulting in increased emissions, airport operators can study operations and determine whether standard approaches, runway use, or the like, can be modified to reduce emissions levels. In addition, idling and taxiing time may be monitored to determine whether such activities are contributing to airport emissions. There are number of different uses for such data, and only a few are enumerated here by way of example only. Overall emissions data may be used to comply with Federal clean air law requirements.
Note that these additional embodiments do not require a substantial additional investment in additional equipment. Aircraft emissions can be virtually calculated, which may be validated by actual emissions measurements by physical monitors packaged with receiver 1030 or at other locations. Thus, plurality of functional features may be provided using the same underlying hardware. Note also that in an additional embodiment of the present invention, multilateration tracking software may be used to locate the optimal placement for noise monitoring stations, based upon typical aircraft tracks or the like. Additional noise monitoring stations may be located at other shared wireless communication towers or other locations as required to accurately track the bulk of aircraft, based upon cumulative tracking data produced by the multilateration system of the present invention.
Actual aircraft emissions measurements 1050 may also be made to validate virtual emissions modeling 1040 and to provide the same warnings and airport operations options offered by virtual emissions modeling 1040. A combined sensor package, or individual emission sensors, may transmit emissions data to the AirScene™ database, where it may be fused with aircraft tracking data to generate actual emissions reports, and/or validate or supplement virtual emissions modeling.
In addition to the other features described above, the use of multilateration tracking allows for what is known as sensor situational awareness 760. As noted previously, Prior Art noise level monitoring was rather primitive, with little more than microphones being placed in the community. Prior Art emissions monitoring was not much more sophisticated. The problem with such plug-and-monitor approaches is that ambient noise, noise from other than aircraft sources, and sensor error could cause false data readings. The same is true for emissions modeling. If a loud, smoke-belching construction truck is operating next to a noise and/or emissions monitor, the monitors may report noise and emissions levels, which are unrelated to aircraft operations.
Since the present invention "knows" when there is an aircraft overhead or in the vicinity (via multilateration tracking) the system can cutoff emissions and/or noise measurements during periods when no aircraft are present in the vicinity. Thus, false positives in reporting data are eliminated. In addition, since the system also "knows" that there are no aircraft overhead or in the vicinity, noise and/or emissions monitors can take background or ambient measurements. Such data may prove (or disprove) whether aircraft are indeed a substantial cause of urban pollution (noise or emissions). If the effect of aircraft is demonstrated to be negligible, then resources for reducing noise and emissions can be redirected to other, more prominent sources. If aircraft, or certain aircraft or flight patterns are shown to be a cause of significant emissions or noise, then actions can be taken to reduce such problems. Whether aircraft are a significant source of noise and emissions, and how different aircraft and flight path affect these parameters is nearly impossible to determine without accurate measurement and modeling data. The present invention provides this solid data, which will allow airport operators to make more informed and effective decisions.
While the preferred embodiment and various alternative embodiments of the invention have been disclosed and described in detail herein, it may be apparent to those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope thereof.
Citas de patentes
Otras citas
Citada por
Eventos legales
Imagen original


text:
Arizona Cardinals
Behind Enemy Lines: St. Louis Rams
A lot has changed since the Arizona Cardinals and the St. Louis Rams faced off in Week 5.
At that time, the Cardinals entered the game with a 4-0 record while the Rams were 2-2 and looking to make a statement in a Thursday night game.
The Rams did just that, racking up nine sacks en route to to a 17-3 win.
However, neither team has won a game since, as the Cardinals and Rams have combined to go 0-10-1 in the past six weeks.
Saturday, November 24
Rams look to stop their free fall against Cards (FOXSportsMidwest.com)
Two teams head into Sunday's game in Glendale in a complete nosedive. Only one will receive a temporary parachute.
Wells' return means line finally intact (St. Louis Post Dispatch)
The Cardinals pass rush will have a tough time on Sunday, as the Rams' will be starting their initial front five for the first time since Week 1.
Amendola doubtful; Fletcher comments on demotion (St. Louis Post Dispatch)
Danny Amendola torched the Cardinals during the first half of their Week 5 matchup, but he is unlikely to get into Sunday's contest. Bradley Fletcher has also been demoted to the team's fourth cornerback position.
Bernie: Rams offense has actually improved (St. Louis Post Dispatch)
The Rams haven't won in five weeks and Steven Jackson has struggled all season, but Bernie Miklasz believes St. Louis has shown signs of improvement on offense.
Friday, November 23
Scrutiny grows for Bradford (St. Louis Post Dispatch)
After another rough start against the Jets and another tough season for Sam Bradford, is the former No. 1 overall pick starting to lose favors with fans and the organization?
Rams Notebook: Jackson has pie-high hopes (St. Louis Post Dispatch)
Despite only 13 carries in a Week 11 loss to the Jets, Steven Jackson is encouraged by the team's progress under new coach Jeff Fisher during the 2012-2013 season.
Rams making strides despite record (FOXSportsMidwest.com)
The Rams are towards the bottom of the NFC West standings and look headed for another top 10 draft selection. But one local columnist says Jeff Fisher is doing exactly the job he's supposed to be doing in year one.
Thursday, November 22
Wells' return strengthens Rams offensive line (FOXSportsMidwest.com)
Sam Bradford will get some added protection Sunday in Arizona. Center Scott Wells will return in Week 12, after suffering a broken foot in the St. Louis' season opener. ">Wells' return strengths Rams offensive line
Rams dig deep to help others (St. Louis Post Dispatch)
Even with a divisional game on the horizon, the Rams spent the Thanksgiving holiday delivering meals to over 2,000 needy families in and around St. Louis.
Wednesday, November 21
Bernie Bytes: Shooting down the Fisher rumors (St. Louis Post-Dispatch)
There's some talk that the Tennessee Volunteers have interest in Rams head coach Jeff Fisher. Tennessee is shopping after firing the hapless Derek Dooley, and we've seen approximately 1,273 names floated in connection with the Tennessee job. So yeah, throw Fisher's name on there. It doesn't mean anything. It's good for bar-stool talk.
Defense Thirsty to End Turnover Drought (StLouisRams.com)
"The big thing is our defense hasn't had a turnover in five weeks," coach Jeff Fisher said. "That's hard. And you win football games when you turn it over."
Rams to Host Transplant Awareness Day (StLouisRams.com)
On Sunday, December 2, Rams fans will have plenty to cheer about when the home team hosts the division rival San Francisco 49ers. The Rams and the Washington University and Barnes-Jewish Transplant Center are teaming up to host a "Transplant Awareness Day" at the Edward Jones Dome.
Rams activate Scott Wells (FanNation)
The St. Louis Rams will activate center Scott Wells this week, bringing the veteran off the injured reserve list and back onto the active roster. Wells could see action in Week 12 against the Cardinals for the first time since Week 1.
Rams release special teams captain Brit Miller (Yahoo! Sports)
The St. Louis Rams have released fullback and special teams captain Brit Miller to make room for center Scott Wells.
Rams shuffle their secondary (St. Louis Post-Dispatch)
But rookie Trumaine Johnson has moved ahead of Fletcher on the Rams' depth chart, and with Fletcher's contract expiring after this season it could be a harbinger.
Fisher, Rams dealing with 5-game winless stretch (Yahoo! Sports)
"They didn't like it, don't like it, but they saw where their opportunities were and they understand how this thing slipped away," Fisher said. "And they're determined not to let it happen again."
Feldman: Jackson far from being finished (KMOV.com)
At age 29, Rams running back Steven Jackson is supposed to be getting dangerously close to hitting that proverbial wall. He's supposed to be in decline. He's supposed to be losing a step. Someone apparently forgot to tell Jackson that.
Rams making progress, despite record (FOX Sports Midwest)
The St. Louis Rams may only win four or five games this year, finish near the bottom of the NFC standings and get another top-10 pick in the upcoming NFL Draft. Sounds like a bad year, right? Not at all.
Monday, November 19
Danny Amendola injury problems strike again in St. Louis Rams' loss to New York Jets(SB Nation St. Louis)
Danny Amendola missing large chunks of games is beginning to become a reoccurring thing for the St. Louis Rams. Since coming back from a collarbone injury two weeks ago, he has yet to play a full game.
St. Louis Rams Real Talk: What do we have to look forward to? (SB Nation St. Louis)
There is not a whole lot of optimism coming out of Rams country these days. With no signs of improvement and mediocre play by star quarterback Sam Bradform, Rams fans are desperately searching for something to hold on to.
Most Popular
Cardinals Audio
- Jen Welter, Cardinals assistant coach - Tuesday July 28Welter talks about the historical significance of her hire, and how she'll approach the job
- Bickley Blast - Tuesday July 28The Cardinals made a ground breaking coaching hire
- Former Arizona Cardinals Pro Bowler Bertrand Berry - Tuesday July 28Bertrand Berry talks about the Cardinals hiring Jen Welter as the first woman coach in NFL history.
- Glenn Parker, Pac-12 and Cardinals analyst - Tuesday July 28Glenn Parker discusses new Cardinals coach Jen Welter and the strength of the Pac-12 South.
- Hardware - Monday July 27The Sign of Our Times award, the 2nd Place Isn't So Bad award and more

subset: commoncrawl


text:
Hi everyone !
Though it's not an item, I've recently had Pennywise tattoed in my left arm.
You all know the original picture because it's actually the cover of the soon-coming special edition from cemetery dance (and if you wanna have a look, I posted it on an album on my page).
This isn't the first tattoo inspired by Stephen King that I get, another one being a drawing by Jae Lee I just fell in love with while reading the DT comics.
And well, some of you may find it a bit extreme but the thing is I'm really attracted in tattoos and I think it's important, when you choose to get one, that it is something you have thought about / that represents you well / that you belong to.
Thinking about it, the answer was quite clear : it had to be linked with SK universe. I just had to wait until I found the right pics. :-)


text:
Find hotels & motels in Durand using the list below. Find cheap and discounted hotel/motel rates in or nearby Durand, MI for your personal leisure or group travel. We show the best Durand, Michigan hotel and motel rooms. Browse the Durand area hotels to find the perfect lodging! Please use the provided map of the Durand hotels.The Durand center is around 1 mile from Durand Amtrak Station and 11 miles from Mc Laren Rehabilitation Center.
Durand Hotels & Accommodations
Next 20 Durand Hotels > [1 - 20 of 50]
Next: See My Durand Hotels with Pricing >
Below are reviews of the city of Durand, MI from an actual visitor's perspective.
|Eric T., from
|Date of Review:
|Score of City:
5.0 / 5
"Great Place"
Nice, small friendly community.


text:
Tuesday, April 16, 2013
The Cane Bay baseball team kept battling throughout and was rewarded with a 9-8 victory over Goose Creek last week in a key Region 7-AAAA game.
Austin Timm's solo home run in the top of the seventh put the Cobras on top and then Timm whiffed the Gators' side in order in the bottom of the inning.
"It was a back and forth game that was filled with mental and physical mistakes throughout," Cane Bay coach Shane Todd said.
The homer was Timm's third hit and also gave him three RBIs for the Cobras (4-3 region). Jacob Page added two hits and Trey Burdette got the win on the mound.
Todd's team faces a must-win situation Wednesday at home against Wando. If it wins, Cane Bay will make the playoffs. If they lose, the Cobras are out.
"It's basically like we started the playoffs last (Thursday) night," Todd said. " It was good to see our guys battle and continue fighting throughout the game especially after getting down early on the road… Hopefully we can get another good effort and extend our season."
The loss dropped Goose Creek to 0-5 in region and mathematically eliminated the Gators from playoff contention. They are 7-9 overall and six of those loss came by three runs or less.
The Gators took a 3-0 lead after one inning before the Cobras stormed back to take the lead with a four-run outburst in the top of the second.
Two-out hits by Shelton and Timm plated the four runs.
Goose Creek led 8-7 after five innings but Cane Bay tied it with a single run in the top of the sixth and then worked out of a bases-loaded jam in the bottom of the inning to set the stage for Timm in the seventh.
"Getting down early has been a problem for us most of the season and we have not responded well at times," Todd said.
Against the Gators, though, Cane Bay hung in there the whole way and stole one at the end. They also defeated the Gators by a run, 2-1, on March 22.
The Journal Scene is pleased to offer readers the enhanced ability to comment on stories. We expect our readers to engage in lively, yet civil discourse. We do not edit user submitted statements and we cannot promise that readers will not occasionally find offensive or inaccurate comments posted in the comments area. Responsibility for the statements posted lies with the person submitting the comment, not The Journal Scene.
If you find a comment that is objectionable, please click "report abuse" and we will review it for possible removal. Please be reminded, however, that in accordance with our Terms of Use and federal law, we are under no obligation to remove any third party comments posted on our website. Read our full terms and conditions.
© 2015 The Journal Scene an Evening Post Industries company. All Rights Reserved.
Registration on or use of this site constitutes acceptance of our Terms of Service, Privacy Policy and Parental Consent Form.


text:
Hollywood Movies, Trailers, Pictures, News & DVDs
Movie Description(Click Here To Hide)
A successful radiologist (played by Lena Headey) has her life spiral out of control when she sees the spitting image of herself driving down a London street. While attempting to uncover the identity of the imposter, she stumbles into a terrifying mystery that her family and closest friends are somehow involved in, leaving her with no one she can trust. Written and directed by Sean Ellis.
Previous Next
New Releases
Popular Movies
Movie News
Movie Picture for The Broken
Photo Credit: After Dark Films
Tags: The Broken
Scenes from the 2008 horror thriller The Broken


text:
March 13, 2010
NORTHRIDGE, Calif. - Cal State Northridge track and field opened the 2010 outdoor season by winning 12 events at its annual Northridge Invitational at the Matador Track Complex on Saturday.
The Matadors took home eight event titles on the women's side and four on the men's side as the two-day meet wrapped up early Saturday evening.
Claire Morgan opened with a win in section B of the women's hammer on Friday as she threw 45.05 to win the event. On Saturday, the Matadors performed well in the field events as Tiana Webberley (3.70) won her section of the pole vault as did Cristi Allen (3.10).
Desirae Gonder, after redshirting the 2009 outdoor season, won her first competition of 2010 as she jumped 1.75 to claim the women's high jump. Stella Dugall claimed the women's triple jump after posting a mark of 12.15.
On the track, Jackie Harrison ran 55.55 to win the 400 meters,Zitlalic Ley won the 3,000 meter steeplechase (11:07.53) and Sharon Wilkinson won the 5,000 meters (18:40.02).
Senior Bradley Ike had a solid opening meet of the 2010 outdoor season as he won both the 100 and 200 meters on Saturday. Ike ran 10.47 in the 100 and 21.51 in the 200.
In the field events for the men, Derek Cooper posted the best mark in the shot put with a throw of 18.04 and Lance Gonzales won the discus with a mark of 39.95.
NCAA Indoor Championships As the NCAA Indoor Championships concluded Saturday at the University of Arkansas, junior Reindell Cole placed ninth in the long jump (7.65) while senior Robert Robinson was injured during the first day of the heptathlon and was not able to complete the events.


text:
What are your products made of?
We take great pride in the quality and construction of all of our merchandise. All DwellStudio products are made of the highest quality cotton and linen available. DwellStudio prints are all low-impact fiber-reactive dyes. They contain no heavy metals or other known toxic substances, are AZO free and formaldehyde free, and meet all criteria for eco-friendly pigments.
Are your products organic?
organic separates bedding and our organic layette collection are made of 100% organically grown cotton. For all of our other products, we do extensive testing on all items in compliance with industry standards. All of our products are formaldehyde-free and have NOT been treated with or contaminated by the following chemicals or agents during any part of the manufacturing process:
- Lead
- Formaldehyde
- FWA (Fluorescent Whitening Agents)
- AZO dyes
- Disperse dyes
- Toxicity from chemical finishes


text:
Pregnant Kate Middleton's Baby Is Due On… (UPDATE)
While some reports put Pregnant Kate Middleton's due date at July 13 or 14, or even July 11! some speculate that it will be even earlier! The Duchess of Cambridge's cousin thinks she's going to go into labor within the next few days. Exciting!
UPDATE: Some, like the Daily Mail, are speculating that Kate's due date may be earlier than July 13! Apparently Princess Di kept her real due date under wraps to get a little privacy after the birth, which seems reasonable. William was born 10 days before his announced due date, so if Kate and William follow suit (and the baby is on time), their real due date would be... well, any day now!
All that aside, though, if Kate's actually a couple of weeks farther along than we all think she is, then homegirl is extra-abnormally tiny!
EARLIER: North who? Kardashian babies are a thing of the past and now the world's attention is focused on Kate Middleton's fast-approaching due date. Though the duchess hardly looks pregnant, thanks to her fabulous maternity style, she is, in fact, due to give birth to the royal baby in July 2013! E!'s sources say July 14, and the Daily Mail's sources say July 13. Since babies historically haven't cared much about exact due dates, we'll just say mid-July.
This royal baby will be third in line to the throne, and undoubtedly adored by the British people.
Kate's pregnancy has been one of the most widely discussed this year, and we personally can't wait for the first official photo of the royal offspring (and the first awkward baby portrait).
Kate and William's royal baby is almost here, y'all!
Original story:
When can we expect to see the most hotly anticipated baby of 2013? (Sorry, Kim Kardashian's new baby girl and any other famous babies arriving in 2013 — royalty trumps celebrity.)
Pregnant Kate Middleton hasn't revealed an official due date, though gossip outlets have thrown out May, June, and July as strong possibilities, especially since Kate was already sticking to water on her and Prince William's royal tour of Asia in September.
Kate's friend Jessica Hay — the same friend who spilled that the couple was primed to share "wonderful, happy news" in December, before the palace made the official pregnancy announcement — tells Life & Style that the Duke and Duchess of Cambridge conceived at the end of September's royal tour. That would make Kate about seven or eight weeks along, which would place her due date toward the end of June or early July.
Couched in the happy news of Kate's pregnancy was the reveal that she'd been hospitalized with Hyperemesis Gravidarum, a condition that manifests as acute morning sickness. According to the American Pregnancy Association, the symptoms typically appear between four and six weeks, and then peak between nine and 13 weeks. Eight weeks would put her toward the middle of that range.
In other words, is Jessica Hay spot on?
Source: Life & Style, American Pregnancy Association


text:
Your filtersClear All
Product Type
Filter by
Stock AvailabilityView less
Product TypeView less
SizeView less
ColourView less
PriceView less
Avg. Review RatingView more
See also
JOHN LEWIS & Co. (10)
The Botanist
Japanese nature inspires a new direction in floral prints for JOHN LEWIS & Co. with aubergines and muted dusty pinks steering the palette towards softer tones.
The new JOHN LEWIS & Co. range continues to build on its heritage story with quality craftsmanship and carefully-sourced fabrics from England, Italy and Japan


text: Double-H Men's 8" EH AG7 Work Lacer Boot Style: DH9714 Double-H Series Features • Black Walnut Leather Upper • VitalizeT Insole • AG7 Airthrust Wedge Outsole • EH Rated and Made in USA • 737 Toe and Heel Height: 1-1/4 inches Mens Sizes Available: D 7-13 EE 7-13 This Double-H Men's 8" AG& Work Lacer lace up boot features a leather upper of black walnut along with an insole of VitalizeT. The outsole is a AG7 Airthrust wedge outsole. This boot is EH rated and created with pride in the US. The 737 toe and heel height is 1 + inches. The sizes available for this boot include D 7-13 as well as EE 7-13. This is one tough looking customer. This boot features contrast stitching as well as golden hook and eye grommets for holding laces securely. If you want a boot that is great for work, then this is your boot. It keeps feet safe and comfortable. It also protects feet from the elements and keeps them comfortable to say the very least. This is one tough lace up boot that you can depend on to protect your feet and keep them comfortable in any work condition that arises in the workplace.


text:
Enjoyed this post!!- Subscribe to RSS
This entry was posted on Monday, March 28th, 2011 at 9:41 am and is filed under .
You can follow any responses to this entry through the RSS 2.0 feed.
You can leave a response, or trackback from your own site.
Name (required)
Email (required)
Enter your email to subscribe:
Powered by FeedBlitz
© 2015. FunnyFunda. Powered by


text:
Cheap ski holidays in hundreds of ski resorts worldwide.
Nb: infants must be under the age of 2 and
children must be under the age of 12 at the time of
Location, location, location, It doesn't come much better than this. Right in the middle of Val d'lsere, lounging against a mountain, this chalethotel is perfectly positioned for just about everything, It's within walking distance of the main Solaise and Believarde lifts and It's only minutes from the ski school. It's also in the heart of the shopping, eating and people-watching area of this smart resort.
This lovely chalethotel is chic and yet relaxed and very child-friendly. The crèche is a great place, spacious, sunny and decorated with colourful wall paintings. For adults who want to relax there are big inviting sofas arranged round an open fireplace in a softly lit lounge area, just the place to curl up with a book. For more serious pampering, there's a fitness centre with sauna, steam room, sun beds and a gym, available at an extra charge, The chalethotel has its own heated outdoor pool on the second floor.
• 101/115 guests • 36 twins with bath & wc • 7 doubles with bath & wc • 3 half suites with bath & wc • 2 family duplexes with bath & wc • 3 singles with bath & wc • 1 family suite with bath & shower & wc
Bedrooms are smart and good looking with stylish splashes of colour, but It's the dining room that really impresses here, High up on the third floor, this galleried room looks down on the town and up into the mountains. In the evening, when the Olympic downhill course is illuminated, it's a magical place to be.
Breakfast - is served every morning until 10am. As well as a cooked breakfast, there is a buffet of juices, cereals, yoghurt and fruit, local breads and pastries, preserves and honey, along with tea, coffee, herbal teas and hot chocolate. A selection of teas, coffee and hot chocolate is available in the lounge throughout the day.
Afternoon tea- is a sight you will come to love - a selection of cakes, biscuits, bread, jams and honey, to greet you on your return from the slopes. There's also soup, if you prefer, along with a choice of teas, coffee and plenty of hot chocolate.
Dinner- six nights a week our chefs create a three course menu with a choice of meat, fish and vegetarian dishes. On two evenings, including the evening of arrival, they will prepare a buffet with plenty of choice to suit all tastes. For those with a sweet tooth there are some memorable desserts to enjoy.
Similar properties in France
Courchevel 1850, Chalethotel Dahu | La Plagne, Chalethotel Christina Les Deux Alpes, Chalethotel Berangere | Meribel, Chalethotel Tarentaise | Tignes, Chalethotel L'Aiguille Percée and Chalethotel Hauts de Toviere | Val d'Isere, Chalethotel Moris |
Similar properties in Austria
St Anton, Chalethotel Schweizerhof and the Chalethotel Rosanna |
Similar properties in Italy
Courmayeur, Chalethotel Cristallo |
Iglu acts as a travel agent for disclosed principals/tour operators, further details
of which will be made available at the time of booking. Your holiday contract will
be bound by the tour operators terms and conditions.
Prices are shown for a basic room or unit, can be subject to change and are indicative
until time of booking. Please call on 020 8544 7114 for prices for other travel
and room options for this property.
The price shown includes 7 nights accommodation,
with flights from Gatwick.
Prices shown are per person per week based on maximum occupancy. Descriptions and
quality ratings are provided by the Tour Operator (or one of the Tour Operators
where similar holidays are offered by more than one supplier). We reserve the right
to make minor adjustments to the description or rating based on staff and customer
feedback. For payments by credit card, a 2.5% credit card charge (4% for AMEX) will
be added to your invoice. If you pay by a UK issued debit card, there is no charge.
All bookings are subject to a £5 per person Passenger Admin Fee charged by Iglu.com.


text:
Join us for this month's technical meeting where Suresh Swaminathan will present on Global Trends in Group V Base Oils.
Join us for this month's meeting, which will feature two presentations: Alkylated Napthalenes as High Performance Synthetic Fluids; and PAOs.
Join us for the 2013 offering of the Metalworking Fluid Management Course, designed to help you better manage any metalworking fluids you use.
Join the Seattle Section for our monthly technical meeting - where Alan McFadin and Chuck Sheldon will present 2016 Fuel Economy Specs.
CLS, OMA I, OMA II, and CMFS Certification Exams