Sy Levine and Leslie Jae Lenell Levine
web page: http://www.safelander.com
October 25, 2007
email: sylevine1@sbcglobal.net
26th DASC (Digital Avionics Systems Conference)
1
21ST CENTURY
AVIATION SECURITY AND SAFETY SYSTEM



Provides the necessary real-time digital-data to open the door to knowledge
based 4-dimenstional trajectory Air Traffic Management (ATM), aeronautics and
navigation.
Would have prevented most of the 9/11 disaster
– When a plane substantially deviates from its approved flight plans, it is
presently possible to have a remote-pilot/copilot located in a secure, highfidelity, virtual-reality aircraft simulator fly the plane to a safe landing at a
sparsely populated airfield.
Utilizes highly-qualified remote-pilot to safely fly an aircraft in congested air
space, via ciphered radio telemetry to the aircraft and air traffic controllers.
– Permits the remote-pilot/copilot to control an operational aircraft just as if he/she
were the onboard pilot.
– A single remote-pilot could concurrently and safely fly a plurality of
airplanes using well known aircraft spacing/separation.

Eliminates many of the problems associated with the recovery and utilization of
onboard flight data recorders/black-boxes since all communications and flight
data are safely stored, in real-time on the ground, in the computer’s memory for
post flight analysis.
October 2007
Sy Levine
26th DASC
PRESENTATION
2
21ST CENTURY
AVIATION SECURITY AND SAFETY SYSTEM



Has many advantages over the current day onboard-only pilot
approach, since the remote-pilot/copilot is not subject to loss of
oxygen, extreme G forces, temperature, smoke, passenger
disturbances and terrorists.
– The ground-based cockpit virtual-reality simulator minimizes
problems associated with pilot disorientation, poor visibility,
weather, runway selection and ground incursions, which have
resulted in numerous fatal accidents.
– From a safety standpoint, the remote-pilot/copilot can also
communicate directly with flight operations, emergency and
security personnel, as well as with the aircraft manufacturer’s
design/engineering experts on how best to handle an aircraft
operation problem thereby preventing the loss of life.
Utilizes present state-of-the-art communication security,
communication technology, and data storage to make flying safe,
secure and more economical.
Provides a safety and security technology bridge to the future use
of unmanned cargo aircraft (UCA).
October 2007
Sy Levine
26th DASC
PRESENTATION
3
FIGURE 1.
COMMUNICATION SYSTEM OVERVIEW
AIRCRAFT THAT CAN BE
REMOTELY CONTROLLED
GLOBAL SATELLITE TWO WAY
CIPHERED DIGITAL DATA
COMMUNICATION LINK
SIMULATOR
PROCESSOR
ATC/M, WEATHER,
MAP, TERRAIN &
SECURITY DATA
October 2007
REMOTE PILOT/COPILOT IN
A SECURE AIRCRAFT
SIMULATOR
(VIRTUAL REALITY COCKPIT)
TWO WAY SECURE GROUND CIPHERED DIGITAL DATA LINK
Sy Levine
26th DASC
PRESENTATION
4
FIGURE 2. AVIONICS SYSTEM
GPS/GLONASS
Navigation Satellite
Global Satellite Two-Way
Secure Ciphered Digital
Data Communication Link
GPS/GLONASS
Receiver
Advisory
System
Performance and
Control Sensor Data
Aircraft That Can Be
Remotely Piloted
Acoustic Data
Sensor Multiplexer Transceiver
Video Data
Remote Pilot Electronic Interface (FCU, ILS, AUTOPILOT INTERFACES)
October 2007
Sy Levine
26th DASC
PRESENTATION
5
FIGURE 3. TWO-WAY CIPHERED
DIGITAL DATA & VOICE COMMUNICATION LINK
CGBS
Central Ground-Based
Processing Station
October 2007
Sy Levine
26th DASC
PRESENTATION
6
TABLE 1.
BASIC DATA STORAGE AND RATES
25 MEGA-BAUD AND STORAGE 100 GIGA-BYTE/DAY
COM. SATELLITE CAPABILITY/ YEAR
2008
2006
2004
2000
NUMBER FLTS/DAY (GROWTH 2.5%/YR.)
38,896
37,944
35,280
33,600
AVERAGE FLIGHT TIME IN MINUTES
95
95
95
95
DFDR DATA RATE IN WORDS/SEC/AIRCRAFT
128
128
128
64
DFDR DATA WORD LENGTH IN BITS
12
12
12
12
1,536
1,536
1,536
768
12.288
12.288
12.288
12.288
DFDR DATA RATE (BITS/SEC/AIRCRAFT)
TOTAL DATA RATE FOR ALL OPERATIONAL
AIRCRAFT (NOTE: LESS THAN 8000 AIRCRAFT IN
OPERATION – SKY OR TARMACK) IN MEGA-BAUD
USING 2X (SHANNON) MULTIPLICATION YIELDS
THE TOTAL DATA RATE IN MEGA-BAUD
25
25
25
25
DAILY STORAGE FOR ALL AIRCRAFT EASILY FITS
ON A SINGLE PC DISC. IN GIGA-BYTES
100
100
100
100
October 2007
Sy Levine
26th DASC
PRESENTATION
7
FIGURE 4.
CENTRAL GROUND-BASED PROCESSING STATION (CGBS)
Aircraft
Warnings and
Cautions
Antenna Control & RF
and UHF Interface
Aircraft
Simulation
DISPLAY &
CONTROL
(Cipher, Anti-Jam &
Anti-spoof Controller)
Data
Storage
GROUND BASED
Processor
ENHANCED SAFE
AND SECURE
“BLACK BOX”DATA
Air Carriers and
Aircraft
Manufacturers
Communication
Module
REMOTE PILOT
SECURE
ATC Module
AIRCRAFT SIMULATOR
October 2007
Sy Levine
26th DASC
PRESENTATION
8
FIGURE 5.
GROUND-BASED
DISTRIBUTION SYSTEM
Processor
Air Carriers and
Aircraft
Manufacturers
Communication
Module
ATC/M
Module
1
1
TRACON
ATC/M
N
En - route
ATC/M
Map
Database
N
1
Topographic
Database
Air
Carrier&Aircraft
and Aircraft
Air Carrier
Manufacturer
Facility
Manufacturer Facility
Weather
Database
Emergency &
Maintenance
Warnings/ Cautions
SAFELANDER
(REMOTE PILOT CAPABILITY)
SECURE AIRCRAFT SIMULATOR
October 2007
Sy Levine
N
Simulations
26th DASC
PRESENTATION
9
FIGURE 6.
GENERIC REPRSENTATION OF THE 583
FATALITY TENERIFE CRASH & OTHERS
TRANSLATOR
DOWN
Note: The 583 fatality Tenerife
crash was head on. This pictorial
is a generic representation and
shows aircraft orthogonal on the
runway.
UP
LANDING GEAR
--
LANDING GEAR DOWN- BRAKE
ON
PROJECTION
AIRCRAFT
FUSELAGE
ENGINE
BRAKE
COLOR CODE TRANSLATOR
GREEN
RED
BLUE
PLANE MOVING
HIGH THRUST
------
STOPPED
OFF
ON
COLLISION
TRAJECTORY
------LOW
-------
ESTIMATED
COLLISION POINT
SAFELANDER PROVIDES AUTOMATED COLLISION AVOIDANCE
ALERTS ATC/M & CAS ENHANCED CAPABILITY DISPLAY
October 2007
Sy Levine
26th DASC
PRESENTATION
10
FIGURE 7.
TENERIFE, ET AL., NO MORE
TRANSLATOR
DOWN
Note: The 583 fatality Tenerife
crash was head on. This pictorial
is a generic representation and
shows aircraft orthogonal on the
runway.
UP
LANDING GEAR
--
LANDING GEAR DOWN- BRAKE ON
AIRCRAFT
FUSELAGE
ENGINE
BRAKE
PROJECTION
SAFE TRAJECTORY
COLOR CODE TRANSLATOR
GREEN
RED
BLUE
PLANE MOVING
HIGH THRUST
------
STOPPED
OFF
ON
------LOW
-------
SAFELANDER PROVIDES A SAFE TRAJECTORY DISPLAY ATC/M &
CAS ENHANCED CAPABILITY
October 2007
Sy Levine
26th DASC
PRESENTATION
11
FIGURE 8.
FATAL TARMAC CRASHES ARE SIMPLY
UNNECESSARY AND ARE PREVENTABE
A FATAL CRASH IN THE GROUND INCURSION FAMILY IS THE 79
FATALITY 10/31/00 SINGAPORE AIRLINE’S FLIGHT 006
CLEARED FOR RUNWAY 05L
FATAL
RUNWAY 05R TAKEN
The 21st Century Aviation System controller and the pilot would have full visibility display of the
plane going onto the wrong hazardous runway way long before the fatal accident occurred. The
controller would then provide manual and automatic alerts to the pilot of the problem. These alerts
would have probably prevented the needless loss of lives. If these alerts to the pilot failed, the
controller would shut the plane down to prevent the fatal accident.
The system, not the pilot’s error, killed these passengers.
We have allowed ignorance and a dark age autopsy mode to solely exist.
Most errors or problems need not result in fatal accidents.
October 2007
Sy Levine
26th DASC
PRESENTATION
12
FIGURE 8-A.
Comair Flight 5191 Fatal Crash On Aug. 27, 2006
Killing 49 People (First Officer James Polehinke Was The Sole Survivor)
Flt 5191 should have went down
the 7003 foot Runway 22
Flt 5191 erroneously went
down 3500 foot Runway 26
SAFELANDER Would have
prevented this crash by
displaying to the pilot in
real-time the safe trajectory
This is a recurring tarmac crash that
was readily preventable. It was due to
a fatal flaw in the traffic control shared
information system and not pilot error.
October 2007
Sy Levine
26th DASC
PRESENTATION
13
FIGURE 9.
SAFELANDER CAS DISPLAY
NOTE: ONE LANDING
GEAR IS DOWN
PROJECTED COLLISION
TRAJECTORY BASED ON
AIRCRAFT TRACK
FLASHING
PROBLEM ICONS
LANDING GEAR
VECTORS
15 MINUTES OF FUEL
REMAINING
• VELOCITIES ( Vn,Ve, Vh)
• PRESENT POSITIONS
• PROJECTED POSITIONS
PROJECTION
TRAJECTORIES
SAFE
TRANSLATOR
DOWN
LANDING GEAR
UP
COLLISION
--
ESTIMATED
COLLISION POINT
October 2007
Sy Levine
26th DASC
PRESENTATION
14
FIGURE 10. SAFELANDER PROVIDES AN AIRCRAFT
DATA SUPERHIGHWAY (SIMILAR TO THE INTERNET)
THAT RESPECTS AN AIR CARRIER’S PRIVILEGED DATA
LEO DATA LINK SAT
GPS SAT
AC1/P1
AC2/P1
AC# = AIR CARRIER (1,2,...)
P# = PLANE (1,2,...)
ATC/M &CAS
DATA
ONLY AC1 DATA
P1
CGBS
P2
A B
October 2007
PRIVILEGED AIR CARRIER
CIPHERED DATA
ONLY AC2 DATA
P1
P2
C
D
A,B,C,D,... DATA
Sy Levine
26th DASC
PRESENTATION
15
FIGURE 11.
CHRONOLOGY OF SATELLITE PER FLIGHT COMMUNICATION COSTS
AVERAGE $ COST PER PLANE PER AVERAGE FLIGHT
(AVG. FLT. TIME = 95 MIN.)
1000.00
800.00
600.00
400.00
$cost/plane/avg.flt.
200.00
2008 ESTIMATE $9.1/FLT.
0.00
1990 1992 1996 1998 2000 2002 2004 2006 2008
October 2007
Sy Levine
26th DASC
PRESENTATION
YEAR
16
TABLE 2. WORLDWIDE AIR CARRIER FATALITIES AND FATAL ACCIDENTS
THE YEARS 1987 THROUGH 1996 (NOTE: DOESN’T INCLUDE 3000 DEATHS IN 9/11/2001)
FATAL ACCIDENT TYPE/QTY
Controlled Flight Into Terrain (CFIT)
- CFIT Only On Approach
Loss of Control In Flight
In Flight Fire
Sabatage
Mid-air Collision
Hijack
Ice and/or Snow
Landing
Windshear
Fuel Exhaustion
Other Unknown
Runway Incursion
Rejected Take Off (RTO)
RAFT
RAFT
RAFT
Total
Total
US Operators US Operators Total
Total
US Operators
Fatalities
%Fatalities Fatalities
%Fatalities
Fatalities
%Fatalities Fatalities
2396
32.01%
312
19.68%
479
17.04%
62
957
12.79%
0.00%
191
6.81%
0
2228
29.77%
482
30.41%
1114
39.62%
96
760
10.15%
340
21.45%
152
5.41%
68
607
8.11%
254
16.03%
546
19.43%
229
506
6.76%
0
0.00%
101
3.60%
0
306
4.09%
38
2.40%
275
9.79%
34
162
2.16%
57
3.60%
32
1.15%
11
128
1.71%
3
0.19%
26
0.91%
1
119
1.59%
37
2.33%
36
1.27%
11
113
1.51%
0
0.00%
23
0.80%
0
111
1.48%
17
1.07%
22
0.79%
3
45
0.60%
45
2.84%
5
0.16%
5
3
0.04%
0
0.00%
1
0.02%
0
TOTAL FATALITIES
% REDUCTION IN FATALITIES
FATAL ACCIDENT TYPE/QTY
Controlled Flight Into Terrain (CFIT)
Loss of Control In Flight
In Flight Fire
Sabatage
Mid-air Collision
Hijack
Ice and/or Snow
Landing
Windshear
Fuel Exhaustion
Other Unknown
Runway Incursion
Rejected Take Off (RTO)
7484
1585
Fatal
% Fatal
US Fatal
Accidents Accidents
Accidents
36
26.47%
38
27.94%
4
2.94%
5
3.68%
2
1.47%
8
5.88%
5
3.68%
9
6.62%
3
2.21%
7
5.15%
14
10.29%
4
2.94%
1
0.74%
TOTAL FATALITIES
% REDUCTION FATAL ACCIDENTS
October 2007
100%
136
Sy Levine
100%
4
11
2
1
0
1
3
1
1
0
6
4
0
34
26th DASC
100%
2812
62%
100%
521
67%
RAFT
RAFT
RAFT
US % Fatal
Fatal
% Fatal
US Fatal
Accidents
Accidents Accidents
Accidents
11.76%
7
15.32%
32.35%
19
40.43%
5.88%
1
1.70%
2.94%
5
9.57%
0.00%
0
0.00%
2.94%
7
15.32%
8.82%
1
2.13%
2.94%
2
3.83%
2.94%
1
1.91%
0.00%
1
2.98%
17.65%
3
5.96%
11.76%
0
0.00%
0.00%
0
0.00%
100%
PRESENTATION
47
65%
100%
1
2
0
1
0
1
1
0
1
0
1
0
0
8
78%
17
AIRLINE SAFETY
INCLUDES ALL 9/11 FATALITIES
Average = 4.02
Median = 1.89
20.00
15.00
10.00
5.00
0.00
Average = 1.73
Median = 1.89
19
92
19
94
19
96
19
98
20
00
20
02
20
04
20
06
FATALITIES
3 YR. ENSEMBLE SLIDING AVERAGE
FATALITIES PER 100 MILLION MILES
YEARS
October 2007
Sy Levine
26th DASC
PRESENTATION
18
Table 3.
Back-up Material 9/11/2001

Notice that the departure and crash times would have permitted a single remote
pilot in a ground-based simulator to take real-time control of each aircraft and
sequentially land them at sparsely populated landing sites:

On September 11, 2001 the following occurred:
AIRCRAFT_
BOEING 767
BOEING 767
BOEING 757
BOEING 757
CAR.
AAL
UAL
AAL
UAL
FLT
11
175
77
93
DEPARTURE
7:59 AM
7:58 AM
8:10 AM
8:44 AM
CRASH
SITE
8:46 AM
WTC
9:03 AM
WTC
9:43 AM PENTAGON
10:10 AM
PA.
FATALITIES
92
65
64
44

A total of 265 died aboard aircraft and about 2700 died on the ground.

The cost of the disaster was estimated at over 10 billion dollars which is more
than five times the estimated 2 billion dollars required to make SAFELANDER
operational.
October 2007
Sy Levine
26th DASC
PRESENTATION
19
In Conclusion
the 21st Century Aviation System
Increases:



aircraft payload and fuel economy by reducing aircraft weight and
avionics;
homeland security of the public and its edifices;
– prevents the recurrence of 9/11 type disasters;
– prevents unauthorized aircraft from flying into restricted
airspace;
airport efficiency, utilization and automation by automatically
providing all of the data necessary for enhanced safe visibility;
– through-put (the number of daily takeoffs and landings an
airport; can safely accommodate)
– prevents ground incursions.
October 2007
Sy Levine
26th DASC
PRESENTATION
20
In Conclusion
the 21st Century Aviation System
Increases (Continued):




situation awareness to the pilot/s and controllers using simple
unified real-time displays that show all of the necessary data
required for aircraft safety;
ADS-B utility and economical justification;
the real-time digital-data required for safe and secure 4dimensional ATC/M and free-flight;
safety of flight;
– prevents decompression disasters and pilot error crashes;
– allows for the use of simulations and expert systems to prevent
aircraft problems from turning into fatal crashes;
October 2007
Sy Levine
26th DASC
PRESENTATION
21
In Conclusion
the 21st Century Aviation System
Decreases:











the cost of flying;
the need for expensive runway expansion programs;
aircraft crashes;
hijacking;
the number of aircraft that fly unauthorized into restricted
airspace;
aircraft weight;
piloting and maintenance personnel costs;
aircraft avionics costs;
aircraft purchase costs;
insurance costs;
the need to recover flight data recorders;
October 2007
Sy Levine
26th DASC
PRESENTATION
22
In Conclusion
the 21st Century Aviation System
Decreases (Continued):




time and money spent on flight recorder recovery and recorder
maintenance;
FOQA costs and its latency period;
– all data is automatically telemetered to the ground in real-time
for processing and distribution;
the number of and ambiguity of avionics and ATC/M displays;
– position, heading, attitude, breaking status, engine status,
landing gear status, fuel remaining, etc. are now available &
clearly displayed;
voice communication bandwidth and the speech comprehension
ambiguities that have led to crashes;
– provides a good portion of the safety related data automatically
in usable display and alert forms;
October 2007
Sy Levine
26th DASC
PRESENTATION
23
In Conclusion
the 21st Century Aviation System
Decreases (Continued):







costly runway expansion programs by providing enhanced tarmac
visibility;
flight delays by safely decreasing aircraft separation;
aircraft turn around time and flight delays by providing the
maintenance crew with real-time in-flight and on-ground visibility
into the functionality and status of much of the aircraft’s avionics;
– Speeds up the availability of Line Replaceable Units (LRUs);
aircraft fuel cost per pound of payload by eliminating items
unrelated to payload;
the maintenance costs for aircraft avionics and mechanical systems
by having less of them;
aircraft purchase costs by eliminating items unrelated to payload;
and
insurance costs and liability claims.
October 2007
Sy Levine
26th DASC
PRESENTATION
24