Pub Date : 2018-04-10DOI: 10.1109/ICNSURV.2018.8384848
F. Matus, Brenden Hedblom
Advancements in unmanned aerial systems (UAS) technology are invigorating the aviation industry. Integrating these platforms into low-altitude airspace globally is challenging the conventional, safety-first culture of the aviation community. Ideas ranging from segregated airspace to integrating unmanned systems alongside manned aviation within national airspace systems have emerged. This paper will examine the many challenges and approaches to ensure the world's airspace systems can maintain exceptional levels of safety while accommodating and balancing the wave of aviation advancements that will disrupt low-altitude operations in both controlled and uncontrolled airspace. Globally, air navigation service providers (ANSPs) and civil aviation authorities (CAAs) generally agree that new, commercially viable approaches must be developed to promote the use of unmanned systems while ensuring the safety of the existing airspace structure. Safety has always driven advancements in aviation and must continue to do so in the new era of unmanned platforms. UAS Traffic Management (UTM) for low-altitude airspace reinforces this need and provides a path forward for safe integration of all vehicles. The unique nature of the UAS operating environment puts UTM in the position of balancing the safety-critical responsibilities associated with low-altitude airspace management with the commercial obligations connected to interfacing with UAS operators. One model being examined in the United States today is being driven from an operator perspective, or UAS Service Suppliers (USS). The USS function delivers both mission planning for UAS operators as well as serving as distributed airspace managers through some as-yet-defined peer-to-peer coordination process. This is referred to as the operator driven model. With no single USS being the authoritative system, the current concept relies on USS to USS communication and collaboration to share position information and mission planning elements to reduce the risks of conflicts in the airspace. This approach, if widely accepted beyond the research and development phase, could usher in a major shift in airspace integration and management philosophy. Longer-term, this could be a shift from ANSPs being the responsible authority for low-altitude airspace and allocating it to third-party commercial providers. The concept of an operator centric airspace management model is a major technological and philosophical shift from today's aviation industry approach and deserves close examination and consideration. An alternative approach proposed in this paper introduces the concept of a UTM Core platform to alleviate these challenges by allocating the safety-critical, airspace management functions from the collection of USSs to a centralized function. The UTM Core concept will reduce the need for excessive coordination and provide a centralized source for information exchange among all relevant stakeholders. It will address the challenges
{"title":"Addressing the low-altitude airspace integration challenge — USS or UTM core?","authors":"F. Matus, Brenden Hedblom","doi":"10.1109/ICNSURV.2018.8384848","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384848","url":null,"abstract":"Advancements in unmanned aerial systems (UAS) technology are invigorating the aviation industry. Integrating these platforms into low-altitude airspace globally is challenging the conventional, safety-first culture of the aviation community. Ideas ranging from segregated airspace to integrating unmanned systems alongside manned aviation within national airspace systems have emerged. This paper will examine the many challenges and approaches to ensure the world's airspace systems can maintain exceptional levels of safety while accommodating and balancing the wave of aviation advancements that will disrupt low-altitude operations in both controlled and uncontrolled airspace. Globally, air navigation service providers (ANSPs) and civil aviation authorities (CAAs) generally agree that new, commercially viable approaches must be developed to promote the use of unmanned systems while ensuring the safety of the existing airspace structure. Safety has always driven advancements in aviation and must continue to do so in the new era of unmanned platforms. UAS Traffic Management (UTM) for low-altitude airspace reinforces this need and provides a path forward for safe integration of all vehicles. The unique nature of the UAS operating environment puts UTM in the position of balancing the safety-critical responsibilities associated with low-altitude airspace management with the commercial obligations connected to interfacing with UAS operators. One model being examined in the United States today is being driven from an operator perspective, or UAS Service Suppliers (USS). The USS function delivers both mission planning for UAS operators as well as serving as distributed airspace managers through some as-yet-defined peer-to-peer coordination process. This is referred to as the operator driven model. With no single USS being the authoritative system, the current concept relies on USS to USS communication and collaboration to share position information and mission planning elements to reduce the risks of conflicts in the airspace. This approach, if widely accepted beyond the research and development phase, could usher in a major shift in airspace integration and management philosophy. Longer-term, this could be a shift from ANSPs being the responsible authority for low-altitude airspace and allocating it to third-party commercial providers. The concept of an operator centric airspace management model is a major technological and philosophical shift from today's aviation industry approach and deserves close examination and consideration. An alternative approach proposed in this paper introduces the concept of a UTM Core platform to alleviate these challenges by allocating the safety-critical, airspace management functions from the collection of USSs to a centralized function. The UTM Core concept will reduce the need for excessive coordination and provide a centralized source for information exchange among all relevant stakeholders. It will address the challenges","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122362525","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-10DOI: 10.1109/ICNSURV.2018.8384840
Nozhan Hosseini, D. Matolak
In the near future, there will be a need for accommodating large populations of fast moving Unmanned Aerial Systems (UAS) operating in uncontrolled, very low level (VLL) (below 500 ft.) airspace. As is well-known, real-time knowledge of the wireless propagation channel is essential for the effective design and optimization of wireless communication systems. In this paper, we propose a software defined radio (SDR) based channel sounder employing a wideband linear frequency modulated continuous wave (FMCW) or chirp waveform technique for low altitude air-to-air (AA) links. This paper discusses both matched filter and heterodyne detector implementations in the receiver, and investigates advantages and disadvantages of both architectures for an SDR implementation in an AA scenario. We also discuss proper windowing techniques in the transmitter to improve sounding resolution. Some proof of concept measurement results using SDRs are presented for a simulated UAS scenario.
{"title":"Wide band channel characterization for low altitude unmanned aerial system communication using software defined radios","authors":"Nozhan Hosseini, D. Matolak","doi":"10.1109/ICNSURV.2018.8384840","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384840","url":null,"abstract":"In the near future, there will be a need for accommodating large populations of fast moving Unmanned Aerial Systems (UAS) operating in uncontrolled, very low level (VLL) (below 500 ft.) airspace. As is well-known, real-time knowledge of the wireless propagation channel is essential for the effective design and optimization of wireless communication systems. In this paper, we propose a software defined radio (SDR) based channel sounder employing a wideband linear frequency modulated continuous wave (FMCW) or chirp waveform technique for low altitude air-to-air (AA) links. This paper discusses both matched filter and heterodyne detector implementations in the receiver, and investigates advantages and disadvantages of both architectures for an SDR implementation in an AA scenario. We also discuss proper windowing techniques in the transmitter to improve sounding resolution. Some proof of concept measurement results using SDRs are presented for a simulated UAS scenario.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123721568","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384879
S. Ayhan, I. Wilson
Finding a most suitable landing site for manned or unmanned aircraft in case of emergency or search & rescue efforts or for providing disaster relief aids has been a question of interest for some time in the aviation community. Obviously the most suitable landing site is an airport, if it is accommodating, available, and reachable. Although most of today's avionics systems provide a list of nearest airports and a map of the region in case of extraordinary landing situations, critical factors to decide which airport to land is left to the pilot's decision. Selecting one of the listed runways may be risky if the current conditions make it unfeasible. Hence, in this paper, we present a novel Decision Support Tool (DST) in the form of an Application Programming Interface (API) that is deployed on the Microsoft Azure cloud. The API continuously builds a big table with a real-time content by invoking a number of services such as airports, runways, flights data, METAR, and aircraft features. Once, the API has been invoked, top-k airports meeting the specified criteria are presented to the client to enable the decision maker to make informed decisions. The API leverages the cloud technology to deliver a secure, scalable, and highly available service. The service can be used for both manned and unmanned aircraft.
{"title":"Most suitable airport to land API on the cloud","authors":"S. Ayhan, I. Wilson","doi":"10.1109/ICNSURV.2018.8384879","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384879","url":null,"abstract":"Finding a most suitable landing site for manned or unmanned aircraft in case of emergency or search & rescue efforts or for providing disaster relief aids has been a question of interest for some time in the aviation community. Obviously the most suitable landing site is an airport, if it is accommodating, available, and reachable. Although most of today's avionics systems provide a list of nearest airports and a map of the region in case of extraordinary landing situations, critical factors to decide which airport to land is left to the pilot's decision. Selecting one of the listed runways may be risky if the current conditions make it unfeasible. Hence, in this paper, we present a novel Decision Support Tool (DST) in the form of an Application Programming Interface (API) that is deployed on the Microsoft Azure cloud. The API continuously builds a big table with a real-time content by invoking a number of services such as airports, runways, flights data, METAR, and aircraft features. Once, the API has been invoked, top-k airports meeting the specified criteria are presented to the client to enable the decision maker to make informed decisions. The API leverages the cloud technology to deliver a secure, scalable, and highly available service. The service can be used for both manned and unmanned aircraft.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115440622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384861
Steffen Hoffmann, Andreas Dellnitz, Andreas Kleine, Rainer Kölle
The rising air traffic volume in Europe, and beyond, is demanding. Accordingly, the need for safe but also efficient air traffic management asks for approaches to evaluate service productions by more than just univariate measures. Data Envelopment Analysis (DEA) is a non-parametric method to assess the efficiency of organizations and processes, so-called Decision-Making Units (DMUs). The major advantage of DEA is to reduce multivariate data to a single key performance indicator (KPI). However, this KPI is just one element to analyze the (economic) situation of a DMU, as shown in the contribution at hand. While almost all DEA applications in the field of air transport refer to airports or airlines as complete units, we concentrate on the efficiency measurement of air navigation services (ANS), especially the arrival and departure phases. The set of DMUs comprises 32 major European airports. Due to a considerable amount of data for potential DEA studies of ANS, this contribution discusses the process of data-selection in a first step; the Performance Review Unit of EUROCONTROL provided all data. In a second step, graphical projections of the DEA results are determined by applying the multivariate method of Multidimensional Scaling (MDS). Finally, possible interpretations of underlying latent variables are given. Thus, the proposed approach provides new insights: for air navigation service providers as well as for authorities, i.e. for regulatory purposes. With regard to a liberalized market for air navigation services in Europe, the overall project goal is to develop a powerful tool for ANS regulation.
{"title":"Evaluating air navigation service efficiency of European airports utilizing DEA","authors":"Steffen Hoffmann, Andreas Dellnitz, Andreas Kleine, Rainer Kölle","doi":"10.1109/ICNSURV.2018.8384861","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384861","url":null,"abstract":"The rising air traffic volume in Europe, and beyond, is demanding. Accordingly, the need for safe but also efficient air traffic management asks for approaches to evaluate service productions by more than just univariate measures. Data Envelopment Analysis (DEA) is a non-parametric method to assess the efficiency of organizations and processes, so-called Decision-Making Units (DMUs). The major advantage of DEA is to reduce multivariate data to a single key performance indicator (KPI). However, this KPI is just one element to analyze the (economic) situation of a DMU, as shown in the contribution at hand. While almost all DEA applications in the field of air transport refer to airports or airlines as complete units, we concentrate on the efficiency measurement of air navigation services (ANS), especially the arrival and departure phases. The set of DMUs comprises 32 major European airports. Due to a considerable amount of data for potential DEA studies of ANS, this contribution discusses the process of data-selection in a first step; the Performance Review Unit of EUROCONTROL provided all data. In a second step, graphical projections of the DEA results are determined by applying the multivariate method of Multidimensional Scaling (MDS). Finally, possible interpretations of underlying latent variables are given. Thus, the proposed approach provides new insights: for air navigation service providers as well as for authorities, i.e. for regulatory purposes. With regard to a liberalized market for air navigation services in Europe, the overall project goal is to develop a powerful tool for ANS regulation.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123612633","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384859
Sam Peeters, Guglielmo Guastalla, K. Grant
Traditionally en-route flight efficiency is addressed in terms of horizontal flight efficiency. Only recently, more emphasis is being put on vertical flight efficiency as well, with a strong focus on the climb and descent phases of flight. Thus, en-route vertical flight efficiency remained untouched and since its impact can be significant, the Performance Review Unit of EUROCONTROL started this project. Efficient flight operations are at the heart of the political and operational debate. This includes a capability to assess and measure constraints imposed on airspace users impeding an efficient vertical flight profile. The work reported in this paper presents the development of a vertical flight efficiency metric based on the monitoring of European ATM performance. The method builds on assessing the vertical constraints between airport pairs on the basis of an analysis of the distribution of cruising altitudes of flights operating between similar airport pairs. The methodology is applied to monitor vertical flight efficiency in the en-route phase in Europe with a specific focus on the impact of level capping constraints. Results are available from 2015 and indicate that the highest amount of en-route vertical flight inefficiency happens within the geographical boundaries of the Maastricht and Karlsruhe Upper Area Control Centers.
{"title":"Analysis of en-route vertical flight efficiency","authors":"Sam Peeters, Guglielmo Guastalla, K. Grant","doi":"10.1109/ICNSURV.2018.8384859","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384859","url":null,"abstract":"Traditionally en-route flight efficiency is addressed in terms of horizontal flight efficiency. Only recently, more emphasis is being put on vertical flight efficiency as well, with a strong focus on the climb and descent phases of flight. Thus, en-route vertical flight efficiency remained untouched and since its impact can be significant, the Performance Review Unit of EUROCONTROL started this project. Efficient flight operations are at the heart of the political and operational debate. This includes a capability to assess and measure constraints imposed on airspace users impeding an efficient vertical flight profile. The work reported in this paper presents the development of a vertical flight efficiency metric based on the monitoring of European ATM performance. The method builds on assessing the vertical constraints between airport pairs on the basis of an analysis of the distribution of cruising altitudes of flights operating between similar airport pairs. The methodology is applied to monitor vertical flight efficiency in the en-route phase in Europe with a specific focus on the impact of level capping constraints. Results are available from 2015 and indicate that the highest amount of en-route vertical flight inefficiency happens within the geographical boundaries of the Maastricht and Karlsruhe Upper Area Control Centers.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"203 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116178014","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384864
K. Leiden, Alicia Borgman Fernandes, S. Atkins
In order to realize the full potential of the Next Generation Air Transportation System (NextGen), improved management along planned trajectories between air navigation service providers (ANSPs) and system users (e.g., pilots and airline dispatchers) is needed. Automation improvements and increased data communications between aircraft and ground automation would make the concept of Management by Trajectory (MBT) possible. Key components of the MBT concept include: • The ability for air traffic controllers and managers to quickly generate, evaluate and implement changes to an aircraft's trajectory. • Imposing constraints on flight operator-preferred trajectories only to the extent necessary to maintain safe and efficient traffic flows. • A method for the exchange of trajectory information between ground automation systems and the aircraft that allows for trajectory synchronization and trajectory negotiation. MBT addresses shortfalls that remain in the Trajectory Based Operations (TBO) solution set, despite years of research into various aspects of transitioning from the current airspace environment to TBO. This paper provides findings and insights from a literature survey of TBO-related concepts and technologies. These insights can be applied to improve the feasibility and ultimate adoption of MBT.
{"title":"Managing aircraft by trajectory: Literature review and lessons learned","authors":"K. Leiden, Alicia Borgman Fernandes, S. Atkins","doi":"10.1109/ICNSURV.2018.8384864","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384864","url":null,"abstract":"In order to realize the full potential of the Next Generation Air Transportation System (NextGen), improved management along planned trajectories between air navigation service providers (ANSPs) and system users (e.g., pilots and airline dispatchers) is needed. Automation improvements and increased data communications between aircraft and ground automation would make the concept of Management by Trajectory (MBT) possible. Key components of the MBT concept include: • The ability for air traffic controllers and managers to quickly generate, evaluate and implement changes to an aircraft's trajectory. • Imposing constraints on flight operator-preferred trajectories only to the extent necessary to maintain safe and efficient traffic flows. • A method for the exchange of trajectory information between ground automation systems and the aircraft that allows for trajectory synchronization and trajectory negotiation. MBT addresses shortfalls that remain in the Trajectory Based Operations (TBO) solution set, despite years of research into various aspects of transitioning from the current airspace environment to TBO. This paper provides findings and insights from a literature survey of TBO-related concepts and technologies. These insights can be applied to improve the feasibility and ultimate adoption of MBT.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121675253","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384945
Sam Peeters, Hartmut Koelman, R. Koelle, R. Galaviz-Schomisch, Marc Meekma, Stany Dalmet, J. Gulding
Significant fuel and emissions savings can be realized by an efficient air traffic management system. Throughout the recent years, vertical flight efficiency has been identified as an improvement area. Continuous climb and descent operations are important elements of the on-going air navigation system modernization efforts. This paper expands the joint work by FAA and EUROCONTROL with a view to develop a harmonized understanding and methodology to measure and assess operational air traffic management performance. The work is conducted as an empirical study under the umbrella of the biennial regional US/Europe operational comparison report. Next to updating the assessment of the descent phase, the 2018 edition will include and assess the climb phase. The overall comparison is augmented with case studies for specific airports where a balance between operational constraints and improved efficiency needs to be struck. While initial results point at a higher benefit potential for the descent phase, addressing both phases of flight is essential to provide policy makers and air traffic management decision makers with performance results to further prioritize implementation options and changes to the operational concept.
{"title":"Assessing vertical flight profiles during climb and descent in the US and Europe","authors":"Sam Peeters, Hartmut Koelman, R. Koelle, R. Galaviz-Schomisch, Marc Meekma, Stany Dalmet, J. Gulding","doi":"10.1109/ICNSURV.2018.8384945","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384945","url":null,"abstract":"Significant fuel and emissions savings can be realized by an efficient air traffic management system. Throughout the recent years, vertical flight efficiency has been identified as an improvement area. Continuous climb and descent operations are important elements of the on-going air navigation system modernization efforts. This paper expands the joint work by FAA and EUROCONTROL with a view to develop a harmonized understanding and methodology to measure and assess operational air traffic management performance. The work is conducted as an empirical study under the umbrella of the biennial regional US/Europe operational comparison report. Next to updating the assessment of the descent phase, the 2018 edition will include and assess the climb phase. The overall comparison is augmented with case studies for specific airports where a balance between operational constraints and improved efficiency needs to be struck. While initial results point at a higher benefit potential for the descent phase, addressing both phases of flight is essential to provide policy makers and air traffic management decision makers with performance results to further prioritize implementation options and changes to the operational concept.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131001040","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384902
C. Insaurralde, Erik Blasch
Air Traffic Management (ATM) and Unmanned Aerial System Traffic Management (UTM) are sophisticated, complex, and support a distributed and dynamic airspace for aviators and air traffic controllers (ATCs). A promising decision-making support approach for cutting-edge ATM/UTM systems is the use of Ontologies for NextGen Avionics Systems (ONAS). This paper discusses foundations for moral autonomy in command-guided self-governed aviation systems, and presents an Avionics Analytics Ontology (AAO) endowed with moral rules for decision-making support in avionics analytics. The AAO is a key element of a Decision-Support System (DSS). It is based on a set of semantic statements such as ontological assertions (e.g., “safeguard of human life must be always high-priority”) related to the right and wrong behavior from the DSS itself and detected air vehicles. The moral endowment ultimately enhances information fusion as to Situation Awareness (SAW) and situation assessment (SA). This paper presents a case study to demonstrate the use of moral semantics by means of two ATM/UTM operation scenarios: a commercial airplane emergency landing, and UAVs flying nearby commercial aircraft or airports. Experimental results from above application examples, concluding remarks, and future research directions are also presented.
{"title":"Moral autonomy in decision-making support from avionics analytics ontology","authors":"C. Insaurralde, Erik Blasch","doi":"10.1109/ICNSURV.2018.8384902","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384902","url":null,"abstract":"Air Traffic Management (ATM) and Unmanned Aerial System Traffic Management (UTM) are sophisticated, complex, and support a distributed and dynamic airspace for aviators and air traffic controllers (ATCs). A promising decision-making support approach for cutting-edge ATM/UTM systems is the use of Ontologies for NextGen Avionics Systems (ONAS). This paper discusses foundations for moral autonomy in command-guided self-governed aviation systems, and presents an Avionics Analytics Ontology (AAO) endowed with moral rules for decision-making support in avionics analytics. The AAO is a key element of a Decision-Support System (DSS). It is based on a set of semantic statements such as ontological assertions (e.g., “safeguard of human life must be always high-priority”) related to the right and wrong behavior from the DSS itself and detected air vehicles. The moral endowment ultimately enhances information fusion as to Situation Awareness (SAW) and situation assessment (SA). This paper presents a case study to demonstrate the use of moral semantics by means of two ATM/UTM operation scenarios: a commercial airplane emergency landing, and UAVs flying nearby commercial aircraft or airports. Experimental results from above application examples, concluding remarks, and future research directions are also presented.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"141 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133441972","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384873
K. Leiden, S. Priess, P. Harrison, R. Stone, Paul D. Strande, Mark Palmer
Simultaneous arrivals to closely spaced parallel runways (CSPR) are permissible when visual approaches can be conducted, and visual separation from the lead aircraft and its wake can be provided by the trail aircraft flight crew. During instrument meteorological conditions (IMC), CSPR visual approaches cannot be conducted, and instrument approach procedures are used. These procedures reduce the airport capacity because of increased separation to compensate for surveillance uncertainty and larger collision avoidance response times associated with having a controller in the loop. To increase capacity during IMC, the Paired Approach procedure has been developed. The Paired Approach procedure is a part of Interval Management (IM), which leverages automatic dependent surveillance-broadcast (ADS-B) Out for the lead aircraft (referred to as the Target aircraft) and ADS-B In for the trail aircraft (referred to as the IM aircraft). During the Paired Approach procedure, the IM aircraft uses speed commands from the flight-deck IM (FIM) equipment to maintain precise spacing between itself and the Target aircraft. The IM flight crew is given a time-based spacing parameter referred to as the assigned spacing goal, which is the desired spacing behind the Target aircraft. The desired spacing between the IM and Target aircraft in a Paired Approach operation is the spacing that will keep the IM aircraft far enough behind the Target aircraft to avoid the risk of a collision while still being close enough to the Target aircraft to avoid an encounter with its wake. The FAA is conducting a Paired Approach Flight Demonstration at San Francisco International Airport in early 2019. Honeywell is developing the prototype avionics that will be used and Alaska Airlines, United Airlines, and Honeywell are providing aircraft. The FAA is choosing to scope the demonstration based on a limited part of the Paired Approach operational concept due to technology and concept maturity.
{"title":"Paired approach flight demonstration: Planning and development activities","authors":"K. Leiden, S. Priess, P. Harrison, R. Stone, Paul D. Strande, Mark Palmer","doi":"10.1109/ICNSURV.2018.8384873","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384873","url":null,"abstract":"Simultaneous arrivals to closely spaced parallel runways (CSPR) are permissible when visual approaches can be conducted, and visual separation from the lead aircraft and its wake can be provided by the trail aircraft flight crew. During instrument meteorological conditions (IMC), CSPR visual approaches cannot be conducted, and instrument approach procedures are used. These procedures reduce the airport capacity because of increased separation to compensate for surveillance uncertainty and larger collision avoidance response times associated with having a controller in the loop. To increase capacity during IMC, the Paired Approach procedure has been developed. The Paired Approach procedure is a part of Interval Management (IM), which leverages automatic dependent surveillance-broadcast (ADS-B) Out for the lead aircraft (referred to as the Target aircraft) and ADS-B In for the trail aircraft (referred to as the IM aircraft). During the Paired Approach procedure, the IM aircraft uses speed commands from the flight-deck IM (FIM) equipment to maintain precise spacing between itself and the Target aircraft. The IM flight crew is given a time-based spacing parameter referred to as the assigned spacing goal, which is the desired spacing behind the Target aircraft. The desired spacing between the IM and Target aircraft in a Paired Approach operation is the spacing that will keep the IM aircraft far enough behind the Target aircraft to avoid the risk of a collision while still being close enough to the Target aircraft to avoid an encounter with its wake. The FAA is conducting a Paired Approach Flight Demonstration at San Francisco International Airport in early 2019. Honeywell is developing the prototype avionics that will be used and Alaska Airlines, United Airlines, and Honeywell are providing aircraft. The FAA is choosing to scope the demonstration based on a limited part of the Paired Approach operational concept due to technology and concept maturity.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"49 19","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132709231","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384895
J. Naganawa, H. Miyazaki, T. Otsuyama, J. Honda
For making deployment of aeronautical surveillance systems successful, an appropriate propagation channel model should be selected in the coverage design. The selection of the channel models is particularly important for Automatic Dependent Surveillance — Broadcast (ADS-B) because it suffers from 1090 MHz co-channel interferences. Meanwhile, many aircraft have already started to transmit ADS-B signals. Therefore, as a new means of air-ground propagation study, ADS-B signals of target-of-opportunity can be measured. The resulting data covers various route, attitude, weather, aircraft models. Then, such large-scale data can be analyzed to verify the existing channel models and to derive empirical models and parameters. In this paper, discussions and a measurement are made to investigate the limitations and measurable propagation characteristics by the proposed approach.
{"title":"Initial results on narrowband air-ground propagation channel modeling using opportunistic ADS-B measurement for coverage design","authors":"J. Naganawa, H. Miyazaki, T. Otsuyama, J. Honda","doi":"10.1109/ICNSURV.2018.8384895","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384895","url":null,"abstract":"For making deployment of aeronautical surveillance systems successful, an appropriate propagation channel model should be selected in the coverage design. The selection of the channel models is particularly important for Automatic Dependent Surveillance — Broadcast (ADS-B) because it suffers from 1090 MHz co-channel interferences. Meanwhile, many aircraft have already started to transmit ADS-B signals. Therefore, as a new means of air-ground propagation study, ADS-B signals of target-of-opportunity can be measured. The resulting data covers various route, attitude, weather, aircraft models. Then, such large-scale data can be analyzed to verify the existing channel models and to derive empirical models and parameters. In this paper, discussions and a measurement are made to investigate the limitations and measurable propagation characteristics by the proposed approach.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"56 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116290775","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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