Pub Date : 2018-04-01DOI: 10.1109/icnsurv.2018.8384858
R. Stroup
It is said, “A theoretical plan does not survive reality”1. Management of disruptive forces, positive or negative, requires a methodology focused on the continuous monitoring of emerging capabilities and aviation trends. The methodology can lead to the systematic resolution of strategic issues that can affect the future National Airspace System (NAS). This paper will identify aviation strategic outlook areas that will affect the evolution and implementation of Communications, Navigation, Surveillance and Air Traffic Management systems that will enable the Future NAS vision. Strategic Outlook Areas examined in this paper are: • Resiliency of the NAS • Management of NAS Infrastructure and Technology Management planning • Reducing the environmental footprint of aviation • Minimizing the impact of weather on operations • Understanding the Internet-of-Things on aviation, and • New Aviation Entrants In each area, the paper will explore the background, challenges they poses to achieving the future NAS, and key questions that need to be answered to leverage an opportunity or mitigate a risk. The goal of the Aviation Strategic Outlook effort serves as an instrument to inform decision-makers on potential policy, capabilities, procedures, and technology decisions to maintain an appropriate path to the desired or target future. The expected results will set the stage to define an impact statement, identify risks and opportunities to implementation, and proposed strategies to inform decision-makers on a pathway to achieve the future NAS vision.
{"title":"Aviation strategic outlook areas driving the NAS CNS-ATM system of systems","authors":"R. Stroup","doi":"10.1109/icnsurv.2018.8384858","DOIUrl":"https://doi.org/10.1109/icnsurv.2018.8384858","url":null,"abstract":"It is said, “A theoretical plan does not survive reality”1. Management of disruptive forces, positive or negative, requires a methodology focused on the continuous monitoring of emerging capabilities and aviation trends. The methodology can lead to the systematic resolution of strategic issues that can affect the future National Airspace System (NAS). This paper will identify aviation strategic outlook areas that will affect the evolution and implementation of Communications, Navigation, Surveillance and Air Traffic Management systems that will enable the Future NAS vision. Strategic Outlook Areas examined in this paper are: • Resiliency of the NAS • Management of NAS Infrastructure and Technology Management planning • Reducing the environmental footprint of aviation • Minimizing the impact of weather on operations • Understanding the Internet-of-Things on aviation, and • New Aviation Entrants In each area, the paper will explore the background, challenges they poses to achieving the future NAS, and key questions that need to be answered to leverage an opportunity or mitigate a risk. The goal of the Aviation Strategic Outlook effort serves as an instrument to inform decision-makers on potential policy, capabilities, procedures, and technology decisions to maintain an appropriate path to the desired or target future. The expected results will set the stage to define an impact statement, identify risks and opportunities to implementation, and proposed strategies to inform decision-makers on a pathway to achieve the future NAS vision.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"13 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":"116847685","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.2018.8384853
Antonio Correas, Charles Chen
In the current Trajectory Based Operations (TBO) concept, the agreed trajectory between airspace user and ANSP is executed solely based on ATC constraints (level/lateral position and CT A). However, many other constraints can affect the trajectory due to passenger processes that take place before and after a flight (movement along the terminal to the gate, connections, reassignment to other flights, baggage processes, etc). In addition, airport terminal bottlenecks that happen as a result of network disruptions are not forecasted and thus incur in further unpredicted delays in other trajectories. These processes are transparent to the entire 4D Trajectory process and are thus absorbed by airspace users and airports. This leads to an opacity of the passenger-related business processes in the TBO concept, and thus to an unmeasurable uncertainty in the ability to comply with agreed trajectories. As a result, agreed trajectories are sub-optimal from the business point of view and are expected to require renegotiations shortly before (or during) the flight. New technology paradigms such as wireless sensor networks, Big Data analytics, and Artificial Intelligence are fueling the Internet of Things (IoT) revolution as they become increasingly widespread, affordable, and based on open standards. The way to manage data is changing, as they can now support systems capable of generating large volumes of statistically relevant data on the current and future status of connected assets. For the air transport industry, examples of such assets can be airport facilities, fleets and vehicles, and above all, passengers. This white paper proposes the conceptual framework of a new data service that leverages the current capabilities of AI and IoT to: a) Measure the current state of airport terminal passenger flows, and b) Predict future states so that impact to air operations can be quantified. This service is proposed as an enabler for ATM operations to extend the scope and stability of TBO. A design of data structures and exchange models is described, and next steps for concept proofing and implementation are proposed.
{"title":"Passenger object data service for end-to-end trajectory based operations","authors":"Antonio Correas, Charles Chen","doi":"10.1109/ICNSURV.2018.8384853","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384853","url":null,"abstract":"In the current Trajectory Based Operations (TBO) concept, the agreed trajectory between airspace user and ANSP is executed solely based on ATC constraints (level/lateral position and CT A). However, many other constraints can affect the trajectory due to passenger processes that take place before and after a flight (movement along the terminal to the gate, connections, reassignment to other flights, baggage processes, etc). In addition, airport terminal bottlenecks that happen as a result of network disruptions are not forecasted and thus incur in further unpredicted delays in other trajectories. These processes are transparent to the entire 4D Trajectory process and are thus absorbed by airspace users and airports. This leads to an opacity of the passenger-related business processes in the TBO concept, and thus to an unmeasurable uncertainty in the ability to comply with agreed trajectories. As a result, agreed trajectories are sub-optimal from the business point of view and are expected to require renegotiations shortly before (or during) the flight. New technology paradigms such as wireless sensor networks, Big Data analytics, and Artificial Intelligence are fueling the Internet of Things (IoT) revolution as they become increasingly widespread, affordable, and based on open standards. The way to manage data is changing, as they can now support systems capable of generating large volumes of statistically relevant data on the current and future status of connected assets. For the air transport industry, examples of such assets can be airport facilities, fleets and vehicles, and above all, passengers. This white paper proposes the conceptual framework of a new data service that leverages the current capabilities of AI and IoT to: a) Measure the current state of airport terminal passenger flows, and b) Predict future states so that impact to air operations can be quantified. This service is proposed as an enabler for ATM operations to extend the scope and stability of TBO. A design of data structures and exchange models is described, and next steps for concept proofing and implementation are proposed.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"58 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":"127714979","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.2018.8384886
G. Battista, Rachit Kumar, O. Osechas, B. Belabbas
ICAO Annex 10 — Attachment H provides a guidance for a rationalization of conventional radio navigation aids to support Performance-Based navigation. An optimization of terrestrial navigation infrastructure, which includes a rationalization effort and coordinated evolution, is necessary to maintain a sufficient level of safety and operations in case of GNSS outage. This is an opportunity to introduce new signals with better ranging performance. The hybridization of new systems with legacy DME enables a fully backup navigation system. The hybrid systems make possible to decommission older radio navigation solutions. In this paper we present our assessment tool: marginal benefit. Marginal benefit is the ratio between potential DME to be decommissioned and the number of new signals deployed. The marginal benefit plot can be considered a parameter for air navigation service providers (ANSPs) to have a robust backup navigation infrastructure.
{"title":"New APNT ranging signals as an opportunity for rationalizing ground infrastructure","authors":"G. Battista, Rachit Kumar, O. Osechas, B. Belabbas","doi":"10.1109/ICNSURV.2018.8384886","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384886","url":null,"abstract":"ICAO Annex 10 — Attachment H provides a guidance for a rationalization of conventional radio navigation aids to support Performance-Based navigation. An optimization of terrestrial navigation infrastructure, which includes a rationalization effort and coordinated evolution, is necessary to maintain a sufficient level of safety and operations in case of GNSS outage. This is an opportunity to introduce new signals with better ranging performance. The hybridization of new systems with legacy DME enables a fully backup navigation system. The hybrid systems make possible to decommission older radio navigation solutions. In this paper we present our assessment tool: marginal benefit. Marginal benefit is the ratio between potential DME to be decommissioned and the number of new signals deployed. The marginal benefit plot can be considered a parameter for air navigation service providers (ANSPs) to have a robust backup navigation infrastructure.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"120 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":"116167981","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.2018.8384836
Andreas Volkert, N. Peinecke
The integration of unmanned aerial systems (UAS) and remotely piloted aircraft systems (RPAS) will play a key-role in the world-wide aviation for the next years. In order to safely integrate UAS in the existing manned aviation, they have to follow the same rules and commands as manned aviation currently does. One of the major challenges is to carry out proper detect and avoid (DAA) with such vehicles. A proper working DAA is essential in certain airspaces where separation from other airspace users is not provided by ATC. To ensure a safe detection one possibility is to equip the vehicle with active sensors that can sense surrounding traffic. To evaluate the level of safety, an understanding for minimal detection ranges of such systems has to be established. Where ATC is not responsible for separation, pilots are responsible to stay “well-clear” from each other. Manned aviation works with such an imprecise rule, but a DAA system needs exact numbers for minimum separation distances in order to “remain-well-clear”. The numerical approach in this paper shows one possibility to calculate the offset of trajectories in different representative traffic scenarios. The offset shall be of a size to just not trigger TCAS (Traffic Collision Avoidance System) RA (Resolution Advisory) alerts, but can be used to evaluate DAA algorithms. The number of traffic scenarios defined for this paper aim at covering most cases encountered in practice. Thus, the simulation scenarios constructed from these principles can be used to determine minimal sensor detection ranges that a real-world system has to adhere to in order to be considered safe in mixed-traffic operations.
{"title":"Offset calculation for traffic scenarios","authors":"Andreas Volkert, N. Peinecke","doi":"10.1109/ICNSURV.2018.8384836","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384836","url":null,"abstract":"The integration of unmanned aerial systems (UAS) and remotely piloted aircraft systems (RPAS) will play a key-role in the world-wide aviation for the next years. In order to safely integrate UAS in the existing manned aviation, they have to follow the same rules and commands as manned aviation currently does. One of the major challenges is to carry out proper detect and avoid (DAA) with such vehicles. A proper working DAA is essential in certain airspaces where separation from other airspace users is not provided by ATC. To ensure a safe detection one possibility is to equip the vehicle with active sensors that can sense surrounding traffic. To evaluate the level of safety, an understanding for minimal detection ranges of such systems has to be established. Where ATC is not responsible for separation, pilots are responsible to stay “well-clear” from each other. Manned aviation works with such an imprecise rule, but a DAA system needs exact numbers for minimum separation distances in order to “remain-well-clear”. The numerical approach in this paper shows one possibility to calculate the offset of trajectories in different representative traffic scenarios. The offset shall be of a size to just not trigger TCAS (Traffic Collision Avoidance System) RA (Resolution Advisory) alerts, but can be used to evaluate DAA algorithms. The number of traffic scenarios defined for this paper aim at covering most cases encountered in practice. Thus, the simulation scenarios constructed from these principles can be used to determine minimal sensor detection ranges that a real-world system has to adhere to in order to be considered safe in mixed-traffic operations.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"77 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":"124282380","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.2018.8384869
Wei Dai, Lingling Ma, R. Koelle
Higher levels of predictability and flight efficiency are declared design goals for a high performing air transportation system. Within that context, a better understanding of the temporal planning of airspace users and air navigation service providers is essential. Since turnaround times, driven by the operational capability of airports, are relatively stable, scheduled block times represent a key factor on the demand side of air transport. Thus, the strategy of scheduled block time (SBT) setting plays a significant role in terms of airspace user demand on related capacity and ANSP resources. This paper studies the interplay between user intention and demand. The work is based on the empirical analysis of the SBTs in China and Europe for the years 2014 through 2016. A model was developed to capture SBT setting behavior using multiple linear regression. The model was fitted with operational data from China and Europe separately, and the fitting coefficients for the two regions were compared. Similarities and differences in the coefficients were analyzed considering characteristics of the two regions' ATM systems. Additionally a simplified model was devised to work out the dominating model variables. This study reveals insights into SBT setting strategy and support stakeholders' decisions in SBT setting. Further investigation on how SBT setting affect air transport demand can be informed by this paper.
{"title":"A comparison study of scheduled block times in China and Europe","authors":"Wei Dai, Lingling Ma, R. Koelle","doi":"10.1109/ICNSURV.2018.8384869","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384869","url":null,"abstract":"Higher levels of predictability and flight efficiency are declared design goals for a high performing air transportation system. Within that context, a better understanding of the temporal planning of airspace users and air navigation service providers is essential. Since turnaround times, driven by the operational capability of airports, are relatively stable, scheduled block times represent a key factor on the demand side of air transport. Thus, the strategy of scheduled block time (SBT) setting plays a significant role in terms of airspace user demand on related capacity and ANSP resources. This paper studies the interplay between user intention and demand. The work is based on the empirical analysis of the SBTs in China and Europe for the years 2014 through 2016. A model was developed to capture SBT setting behavior using multiple linear regression. The model was fitted with operational data from China and Europe separately, and the fitting coefficients for the two regions were compared. Similarities and differences in the coefficients were analyzed considering characteristics of the two regions' ATM systems. Additionally a simplified model was devised to work out the dominating model variables. This study reveals insights into SBT setting strategy and support stakeholders' decisions in SBT setting. Further investigation on how SBT setting affect air transport demand can be informed by this paper.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"74 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":"126979262","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.2018.8384897
M. Hawley, R. Bharadwaj
The volume of both manned and unmanned air traffic in the National Airspace (NAS) is projected to increase substantially over the coming decades with the consequence of increasing Air Traffic Control (ATC) workload, airspace congestion and the risk of mid-air collisions. Current ATC traffic management practices are human intensive. Separation is managed by ATC through open-loop vectoring and monitored on-board through collision avoidance systems such as the Traffic Collision Avoidance System (TCAS). In this paper, we discuss a machine learning based system that uses real-time system-wide traffic surveillance data to identify anomalous traffic behaviors that can lead to loss of separation (LOS) events. Specifically, this work presents an application of reinforcement learning to detect and mitigate impending airspace loss of separation events. We discuss the model representation and learning techniques, demonstrate the alert and recommended model actions, review our findings, and highlight future steps. With the mandatory Automatic Dependent Surveillance-Broadcast (ADS-B) usage being enforced in the NAS by 2020, it is expected that a significant amount of real-time traffic surveillance data will be available to leverage and build upon the developed technique.
{"title":"Application of reinforcement learning to detect and mitigate airspace loss of separation events","authors":"M. Hawley, R. Bharadwaj","doi":"10.1109/ICNSURV.2018.8384897","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384897","url":null,"abstract":"The volume of both manned and unmanned air traffic in the National Airspace (NAS) is projected to increase substantially over the coming decades with the consequence of increasing Air Traffic Control (ATC) workload, airspace congestion and the risk of mid-air collisions. Current ATC traffic management practices are human intensive. Separation is managed by ATC through open-loop vectoring and monitored on-board through collision avoidance systems such as the Traffic Collision Avoidance System (TCAS). In this paper, we discuss a machine learning based system that uses real-time system-wide traffic surveillance data to identify anomalous traffic behaviors that can lead to loss of separation (LOS) events. Specifically, this work presents an application of reinforcement learning to detect and mitigate impending airspace loss of separation events. We discuss the model representation and learning techniques, demonstrate the alert and recommended model actions, review our findings, and highlight future steps. With the mandatory Automatic Dependent Surveillance-Broadcast (ADS-B) usage being enforced in the NAS by 2020, it is expected that a significant amount of real-time traffic surveillance data will be available to leverage and build upon the developed technique.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"34 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":"129017541","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.2018.8384863
A. Kuenz
In 2016, DLR launched the project World Wide Air Traffic Management (WW-ATM). The project creates a platform for optimization and validation of world-wide concepts considering feasibility, throughput, costs- and ecological efficiency, and robustness respectively fault liability. To allow seamless operations, the project aims to handle world-wide scenarios. This paper describes the basic WW-ATM concept, focusing on the creation of a realistic world-wide air traffic scenario with more than 105,000 flights for one day.
{"title":"A global view on the alignment of world-wide air traffic","authors":"A. Kuenz","doi":"10.1109/ICNSURV.2018.8384863","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384863","url":null,"abstract":"In 2016, DLR launched the project World Wide Air Traffic Management (WW-ATM). The project creates a platform for optimization and validation of world-wide concepts considering feasibility, throughput, costs- and ecological efficiency, and robustness respectively fault liability. To allow seamless operations, the project aims to handle world-wide scenarios. This paper describes the basic WW-ATM concept, focusing on the creation of a realistic world-wide air traffic scenario with more than 105,000 flights for one day.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"1 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":"131393246","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.2018.8384899
Wanwei Wang, Jun Yang, Zhe Zhang, Runxia Guo
The white paper of Aircraft tracking operation-Global Aeronautical Distress and Safety System (GADSS) is proposed by the International Civil Aviation Organization (ICAO) after MH370 event, which requires all member states to improve global tracking and monitoring capability of aircraft. It is difficult to realize the global tracking and monitoring of aircraft using conventional single surveillance method under the existing mature technology conditions. For example, there is the existence of coverage blind area using PSR and ADS-B due to the limitation of constructing ground station, and it is unknown the status of the aircraft operating in foreign countries because of the above data having not been shared all over the world. It is lack of timeliness and effectiveness for tracking and monitoring the aircraft owing to the low update rate, message loss, message false of the OOOI and positon message of ACARS. Different information sources(SSR, ADS-B, OOOI and positon message of ACARS, flight plan) for the same aircraft are associated by flight number, take-off/landing time and airport, also extrapolation criterion is used in this paper. SSR and ADS-B have priority to be used to surveillance the aircraft if above signals are covered. The remaining oil, take-off/landing time and airport, aircraft nationality registration numbers and the other important information are obtained by OOOI and positon message of ACARS and flight plan. ACARS is used to surveillance the aircraft without PSR or ADS-B. Otherwise, the flight plan is used to predict and deduce when the above three kinds of information are absent. The global tracking and monitoring of the whole flight process of the same flight is realized through complementary advantages of various information. Finally, all aircraft operating at home and abroad but attached to China can be tracked and monitored well, which ensured flight safety.
{"title":"Research on global tracking and monitoring technology of aircraft based on multi-information sources","authors":"Wanwei Wang, Jun Yang, Zhe Zhang, Runxia Guo","doi":"10.1109/ICNSURV.2018.8384899","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384899","url":null,"abstract":"The white paper of Aircraft tracking operation-Global Aeronautical Distress and Safety System (GADSS) is proposed by the International Civil Aviation Organization (ICAO) after MH370 event, which requires all member states to improve global tracking and monitoring capability of aircraft. It is difficult to realize the global tracking and monitoring of aircraft using conventional single surveillance method under the existing mature technology conditions. For example, there is the existence of coverage blind area using PSR and ADS-B due to the limitation of constructing ground station, and it is unknown the status of the aircraft operating in foreign countries because of the above data having not been shared all over the world. It is lack of timeliness and effectiveness for tracking and monitoring the aircraft owing to the low update rate, message loss, message false of the OOOI and positon message of ACARS. Different information sources(SSR, ADS-B, OOOI and positon message of ACARS, flight plan) for the same aircraft are associated by flight number, take-off/landing time and airport, also extrapolation criterion is used in this paper. SSR and ADS-B have priority to be used to surveillance the aircraft if above signals are covered. The remaining oil, take-off/landing time and airport, aircraft nationality registration numbers and the other important information are obtained by OOOI and positon message of ACARS and flight plan. ACARS is used to surveillance the aircraft without PSR or ADS-B. Otherwise, the flight plan is used to predict and deduce when the above three kinds of information are absent. The global tracking and monitoring of the whole flight process of the same flight is realized through complementary advantages of various information. Finally, all aircraft operating at home and abroad but attached to China can be tracked and monitored well, which ensured flight safety.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"51 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":"129074002","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.2018.8384900
J. Pereira, R. Oliveira
Global aviation infrastructure is steadily migrating towards performance based principles and concepts. Military operators permanently strive for the recognition that the capabilities available onboard modern military aircraft can offer compliance and sustain equivalent levels of civil Air Traffic Management/Communications, Navigation and Surveillance (ATM/CNS) performance. The reutilization of military avionics to support ATM functions can drastically reduce retrofits and integration costs. To accommodate military flights in a mixed environment, interoperability is the key enabler, not equipage exemptions. That is valid in particular when there is a need to cope with modernised ATC systems, new network centric data exchange structures, advanced satellite-based navigation and aircraft avionics that need to be more cooperative with the underlying surveillance and data communications infrastructure. Global interoperability, the new all-inclusive aviation concepts and architecture and the related efforts to rationalise the ATM/CNS infrastructure, provide a perfect framework for a more cooperative civil and military ATM network, including backwards compatibility with legacy systems. Civil-military interoperability solutions for the optimal reuse of military capabilities are to be subject of focused industrial research initiatives which must consider the following CNS evolution trends: — increasing connectivity and higher automation levels (sometimes referred as “digitalization”) — more secure and resilient infrastructure — combined satellite-based, airborne and ground-based CNS — more performance-based CNS — focus on efficient use and increased sharing of radio spectrum aviation bands — aircraft-centric concepts and modular avionics architectures — more focus on services than on physical assets and remote/virtual provision. To address the challenges put by the increasing avionics predominance and functional allocation principles of 5 th generation fighter aircraft, appropriate consideration must be given to system integration, modularity and multi-mode avionics architectures. In fact, state of the art integrated modular avionics architecture (IMA) is now used as the basis for mainline aircraft after being used in military fighter programmes. IMA can be viewed as a single entity comprising many integrated processing resources which can be used to construct any avionics system regardless of size and complexity. This IMA architecture and in depth analysis of particular military aircraft functional components indicate substantive opportunities to exploit dual CNS compliance for military avionics. The present paper describes such particular military aircraft avionics configurations identifying some areas for dual use opportunities. Dual use CNS is one of the options for military to comply with civil ATM/CNS requirements opening the door to huge benefits by enabling seamless operational handling, increasing interoperability, avoiding duplicated equipage an
{"title":"Dual use CNS boosts civil-military interoperability","authors":"J. Pereira, R. Oliveira","doi":"10.1109/ICNSURV.2018.8384900","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384900","url":null,"abstract":"Global aviation infrastructure is steadily migrating towards performance based principles and concepts. Military operators permanently strive for the recognition that the capabilities available onboard modern military aircraft can offer compliance and sustain equivalent levels of civil Air Traffic Management/Communications, Navigation and Surveillance (ATM/CNS) performance. The reutilization of military avionics to support ATM functions can drastically reduce retrofits and integration costs. To accommodate military flights in a mixed environment, interoperability is the key enabler, not equipage exemptions. That is valid in particular when there is a need to cope with modernised ATC systems, new network centric data exchange structures, advanced satellite-based navigation and aircraft avionics that need to be more cooperative with the underlying surveillance and data communications infrastructure. Global interoperability, the new all-inclusive aviation concepts and architecture and the related efforts to rationalise the ATM/CNS infrastructure, provide a perfect framework for a more cooperative civil and military ATM network, including backwards compatibility with legacy systems. Civil-military interoperability solutions for the optimal reuse of military capabilities are to be subject of focused industrial research initiatives which must consider the following CNS evolution trends: — increasing connectivity and higher automation levels (sometimes referred as “digitalization”) — more secure and resilient infrastructure — combined satellite-based, airborne and ground-based CNS — more performance-based CNS — focus on efficient use and increased sharing of radio spectrum aviation bands — aircraft-centric concepts and modular avionics architectures — more focus on services than on physical assets and remote/virtual provision. To address the challenges put by the increasing avionics predominance and functional allocation principles of 5 th generation fighter aircraft, appropriate consideration must be given to system integration, modularity and multi-mode avionics architectures. In fact, state of the art integrated modular avionics architecture (IMA) is now used as the basis for mainline aircraft after being used in military fighter programmes. IMA can be viewed as a single entity comprising many integrated processing resources which can be used to construct any avionics system regardless of size and complexity. This IMA architecture and in depth analysis of particular military aircraft functional components indicate substantive opportunities to exploit dual CNS compliance for military avionics. The present paper describes such particular military aircraft avionics configurations identifying some areas for dual use opportunities. Dual use CNS is one of the options for military to comply with civil ATM/CNS requirements opening the door to huge benefits by enabling seamless operational handling, increasing interoperability, avoiding duplicated equipage an","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"503 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":"127036577","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.2018.8384885
F. Box, R. Snow, Angela Chen, Steven R. Bodie, L. Globus, Timothy S. Luc
This paper presents a concept of operations, a high-level description of functional and performance requirements, and a phased implementation plan for an automated Frequency Assignment Function (FAFu) that will support the command and control (C2) of unmanned aircraft (UA) systems (UAS) operating in the National Airspace System (NAS). FAFu will enable the timely assignment of compatible operating frequencies to terrestrial UAS C2 radio links that are compliant with the RTCA DO-362 standard.
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