Pub Date : 2018-04-01DOI: 10.1109/ICNSURV.2018.8384866
Victoria Gallagher, Alicia Borgman Fernandes
In the current air traffic management environment, flight trajectories with varying prediction fidelities are used by ground and aircraft automation systems to manage aircraft movement from gate-to-gate. These automation systems utilize multiple information sources, including static look up tables for aircraft characteristics and performance parameters, to each generate their trajectory predictions. As a result, there are differences in the trajectory predictions produced by different systems. Differences in predicted trajectories inherently lead to inefficiencies for both the airspace users and air traffic management. The Advanced Trajectory Modeling project leveraged innovations in the digital environment and aviation technologies to explore the potential of air-ground information exchanges to enable the use of flight-specific information to improve the ground automation trajectory modeling capabilities. The project activities reported here focused on using aircraft-derived data for ground automation trajectory predictions in support of arrival metering operations. A small set of data was derived that performance-based Flight Management Systems (FMS) could provide and that trajectory predictors could use; namely, aircraft mass, top of descent location, and descent speed schedule. A second small data set was derived that geometric-based FMS could provide and trajectory predictors could use: ground speed, flight path angle, and descent speed at the time of vertical navigation mode engagement. An additional, more comprehensive data set was also used, a Trajectory and Speed Profile, that was similar to the Extended Projected Profile report augmented with the descent speed profile. The trajectory predictors of Time Based Flow Management (TBFM) and En Route Automation Modernization (ERAM) were used in this research. The project team conducted simulations in which these aircraft-derived data were provided by operational FMS and incorporated into the ERAM and TBFM trajectory predictors. The aircraft-derived data had a sizable impact on the accuracy of ground automation trajectory predictions when compared with trajectory predictions computed without the aircraft-derived data, improving top of descent location prediction accuracy as well as estimated time of arrival at the meter fix. This paper discusses the use case scenarios, simulation architecture environment, analysis methodologies, assumptions and limitations, and results of this research.
{"title":"Advanced trajectory modeling: Use of aircraft-derived data in ground automation","authors":"Victoria Gallagher, Alicia Borgman Fernandes","doi":"10.1109/ICNSURV.2018.8384866","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384866","url":null,"abstract":"In the current air traffic management environment, flight trajectories with varying prediction fidelities are used by ground and aircraft automation systems to manage aircraft movement from gate-to-gate. These automation systems utilize multiple information sources, including static look up tables for aircraft characteristics and performance parameters, to each generate their trajectory predictions. As a result, there are differences in the trajectory predictions produced by different systems. Differences in predicted trajectories inherently lead to inefficiencies for both the airspace users and air traffic management. The Advanced Trajectory Modeling project leveraged innovations in the digital environment and aviation technologies to explore the potential of air-ground information exchanges to enable the use of flight-specific information to improve the ground automation trajectory modeling capabilities. The project activities reported here focused on using aircraft-derived data for ground automation trajectory predictions in support of arrival metering operations. A small set of data was derived that performance-based Flight Management Systems (FMS) could provide and that trajectory predictors could use; namely, aircraft mass, top of descent location, and descent speed schedule. A second small data set was derived that geometric-based FMS could provide and trajectory predictors could use: ground speed, flight path angle, and descent speed at the time of vertical navigation mode engagement. An additional, more comprehensive data set was also used, a Trajectory and Speed Profile, that was similar to the Extended Projected Profile report augmented with the descent speed profile. The trajectory predictors of Time Based Flow Management (TBFM) and En Route Automation Modernization (ERAM) were used in this research. The project team conducted simulations in which these aircraft-derived data were provided by operational FMS and incorporated into the ERAM and TBFM trajectory predictors. The aircraft-derived data had a sizable impact on the accuracy of ground automation trajectory predictions when compared with trajectory predictions computed without the aircraft-derived data, improving top of descent location prediction accuracy as well as estimated time of arrival at the meter fix. This paper discusses the use case scenarios, simulation architecture environment, analysis methodologies, assumptions and limitations, and results of this research.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"151 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":"123149448","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.2018.8384882
Yun-sheng Wang, Yanxiao Li
Due to high operating cost, limited coverage range, complex installation and additional weight, helicopter and other general aviation aircraft may not have datalink function implemented as portion of its avionics system. However, datalink has great advantages of releasing crowed VHF channel resources, reducing pilot and controller workload, supporting automation application, gaining time efficiency and operation precision. During the preflight, in-the-air and post-flight periods, general aviation operators and ground stations always demand data from helicopters, similar to Airline Operation Control (AOC) for air transportation. The automotive control trends and mandatory standards also drive the installation of data communication for the helicopters. By using SysML modeling language, this paper tries to identify the data link communication scenarios and requirements for helicopters. The feasibility of utilizing existing high speed mobile network for helicopters data communication is analyzed and confirmed, which removes the cost obstacles of helicopter datalink applications. Based on the operational concept and requirement analysis, flexible and scalable datalink system architecture for helicopters is proposed, which support both the VHF ACARS and mobile cellular network. Since the weight and size of airborne system for helicopter is severely restricted, besides the data communication radios, all the other router, protocol stacks and applications should be hosted in the modular computing resources and/or multi-function displays. With an integrated data communication radio and the datalink partition hosted applications, the airborne datalink system can support the 4G/LTE, WiFi, VHF ACARS and other future new communication channels, e.g. broadband satellite communication and AeroMACS system etc.
{"title":"A flexible airborne datalink system architecture for civil helicopters","authors":"Yun-sheng Wang, Yanxiao Li","doi":"10.1109/ICNSURV.2018.8384882","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384882","url":null,"abstract":"Due to high operating cost, limited coverage range, complex installation and additional weight, helicopter and other general aviation aircraft may not have datalink function implemented as portion of its avionics system. However, datalink has great advantages of releasing crowed VHF channel resources, reducing pilot and controller workload, supporting automation application, gaining time efficiency and operation precision. During the preflight, in-the-air and post-flight periods, general aviation operators and ground stations always demand data from helicopters, similar to Airline Operation Control (AOC) for air transportation. The automotive control trends and mandatory standards also drive the installation of data communication for the helicopters. By using SysML modeling language, this paper tries to identify the data link communication scenarios and requirements for helicopters. The feasibility of utilizing existing high speed mobile network for helicopters data communication is analyzed and confirmed, which removes the cost obstacles of helicopter datalink applications. Based on the operational concept and requirement analysis, flexible and scalable datalink system architecture for helicopters is proposed, which support both the VHF ACARS and mobile cellular network. Since the weight and size of airborne system for helicopter is severely restricted, besides the data communication radios, all the other router, protocol stacks and applications should be hosted in the modular computing resources and/or multi-function displays. With an integrated data communication radio and the datalink partition hosted applications, the airborne datalink system can support the 4G/LTE, WiFi, VHF ACARS and other future new communication channels, e.g. broadband satellite communication and AeroMACS system etc.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"4 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":"125404319","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.2018.8384867
Hee Wei Gary Foo, Z. Zhong
As air traffic demand grows, airspace planners work around the increase in workload on air traffic controllers by dividing the airspace into sectors for better manageability. However, this method has its limits and also brings about inefficiency in the air traffic system. One possible solution to this problem is the implementation of a sectorless airspace — an airspace with a single unified sector. Its benefits include dynamic manpower allocation, shorter flight path and more. It has been many years since the introduction of the sectorless airspace concept, and yet this idea has not become operational to date. This paper therefore discusses some of the key considerations with regards to the implementation of this idea — the stakeholders, the changes necessary, and the work already done by others. To date, researches done on the sectorless idea are mainly confined to laboratory and simulations. For the sectorless idea to take off, there must first be a trial performed in the real-world. The trial is a necessary step to gain approval and acceptance from many stakeholders and must therefore be carefully designed. Following this, a transitional system for operating both types of airspace is conceptualized and discussed in this paper. The proposed transitional system is a mixed-mode system for operating both traditional sectored and sectorless airspaces in tandem. Several aspects such as flight rules, scope of coverage, arrangement of air traffic controllers, as well as coordination strategies between agencies are presented. In addition, the benefits, trade-offs, and dangers of this transitional system are also briefly examined. In this paper, the airspace of the Southeast Asian region is used as a case study. Preliminary analyses also showed that the effect of route lengthening as a trade-off on the regional traffic is minimal. Finally, the future of the sectorless implementation in the Southeast Asia context is discussed. Several areas of necessary development and future study for this concept are also briefly presented.
{"title":"A transitional system for operating both sectorless and sectored airspace in Southeast Asia","authors":"Hee Wei Gary Foo, Z. Zhong","doi":"10.1109/ICNSURV.2018.8384867","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384867","url":null,"abstract":"As air traffic demand grows, airspace planners work around the increase in workload on air traffic controllers by dividing the airspace into sectors for better manageability. However, this method has its limits and also brings about inefficiency in the air traffic system. One possible solution to this problem is the implementation of a sectorless airspace — an airspace with a single unified sector. Its benefits include dynamic manpower allocation, shorter flight path and more. It has been many years since the introduction of the sectorless airspace concept, and yet this idea has not become operational to date. This paper therefore discusses some of the key considerations with regards to the implementation of this idea — the stakeholders, the changes necessary, and the work already done by others. To date, researches done on the sectorless idea are mainly confined to laboratory and simulations. For the sectorless idea to take off, there must first be a trial performed in the real-world. The trial is a necessary step to gain approval and acceptance from many stakeholders and must therefore be carefully designed. Following this, a transitional system for operating both types of airspace is conceptualized and discussed in this paper. The proposed transitional system is a mixed-mode system for operating both traditional sectored and sectorless airspaces in tandem. Several aspects such as flight rules, scope of coverage, arrangement of air traffic controllers, as well as coordination strategies between agencies are presented. In addition, the benefits, trade-offs, and dangers of this transitional system are also briefly examined. In this paper, the airspace of the Southeast Asian region is used as a case study. Preliminary analyses also showed that the effect of route lengthening as a trade-off on the regional traffic is minimal. Finally, the future of the sectorless implementation in the Southeast Asia context is discussed. Several areas of necessary development and future study for this concept are also briefly presented.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"3 5","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132512782","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.2018.8384880
C. Rihacek, B. Haindl, P. Fantappie’, S. Pierattelli, T. Graupl, M. Schnell, N. Fistas
Air traffic management communication shall transition from analog VHF voice communication to more spectrum efficient digital data communication. In Europe this transition shall be realized, among others, by the development and implementation of the L-band Digital Aeronautical Communications System (LDACS). The objective of this paper is to provide a status report on the current progress of LDACS research and development within SESAR2020. In particular, we present the objectives of SESAR2020 project “PJ.14-02-01 FCI Terrestrial Data Link”, the proposed LDACS high-level architecture, the planned technical validation exercises, and the status of the ongoing LDACS standardization activities: The objective of the SESAR2020 project is to develop fully functional LDACS prototypes and to use them for validation of the air interface requirements and the support of the ATN IPS infrastructure. The LDACS architecture has been defined as a complete set of network functions needed to provide radio access to an LDACS subscriber i.e. an aircraft. LDACS standardization is currently under way in ICAO and is planned to start in EUROCAE later this year.
{"title":"L-band Digital Aeronautical Communications System (LDACS) activities in SESAR2020","authors":"C. Rihacek, B. Haindl, P. Fantappie’, S. Pierattelli, T. Graupl, M. Schnell, N. Fistas","doi":"10.1109/ICNSURV.2018.8384880","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384880","url":null,"abstract":"Air traffic management communication shall transition from analog VHF voice communication to more spectrum efficient digital data communication. In Europe this transition shall be realized, among others, by the development and implementation of the L-band Digital Aeronautical Communications System (LDACS). The objective of this paper is to provide a status report on the current progress of LDACS research and development within SESAR2020. In particular, we present the objectives of SESAR2020 project “PJ.14-02-01 FCI Terrestrial Data Link”, the proposed LDACS high-level architecture, the planned technical validation exercises, and the status of the ongoing LDACS standardization activities: The objective of the SESAR2020 project is to develop fully functional LDACS prototypes and to use them for validation of the air interface requirements and the support of the ATN IPS infrastructure. The LDACS architecture has been defined as a complete set of network functions needed to provide radio access to an LDACS subscriber i.e. an aircraft. LDACS standardization is currently under way in ICAO and is planned to start in EUROCAE later this year.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"31 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":"132785250","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.2018.8384875
S. Estes, J. Helleberg, Kevin Long, M. Pollack, M. Quezada
Over the last three years, the MITRE Corporation has been developing a cognitive assistant concept for pilots called Digital Copilot. Digital Copilot reduces pilot workload and increases safety by offloading pilot tasks, increasing task efficiency, and inferring pilot intent to provide the right information at the right time. As with many existing cognitive assistants (e.g., Amazon's Alexa or Apple's Siri), speech, both as a device input and output, is a major component of the interface. In this paper, we will introduce the Digital Copilot concept, discuss the challenges of speech-based interfaces in the cockpit, and suggest ten principals for the design of speech-based interfaces gleaned from literature review, flight testing, and simulator studies of Digital Copilot with General Aviation pilots.
{"title":"Guidelines for speech interactions between pilot and cognitive assistant","authors":"S. Estes, J. Helleberg, Kevin Long, M. Pollack, M. Quezada","doi":"10.1109/ICNSURV.2018.8384875","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384875","url":null,"abstract":"Over the last three years, the MITRE Corporation has been developing a cognitive assistant concept for pilots called Digital Copilot. Digital Copilot reduces pilot workload and increases safety by offloading pilot tasks, increasing task efficiency, and inferring pilot intent to provide the right information at the right time. As with many existing cognitive assistants (e.g., Amazon's Alexa or Apple's Siri), speech, both as a device input and output, is a major component of the interface. In this paper, we will introduce the Digital Copilot concept, discuss the challenges of speech-based interfaces in the cockpit, and suggest ten principals for the design of speech-based interfaces gleaned from literature review, flight testing, and simulator studies of Digital Copilot with General Aviation pilots.","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":"130818633","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.2018.8384854
Oleksandra Snisarevska, L. Sherry, J. Shortle, G. Donohue
One of the bottlenecks in air traffic flow is the final approach segment and the runway. Flights must be sequenced and spaced before the Final Approach Fix (FAF) to meet the safety separation requirements on the final approach segment. The final approach segment is conducted in a highly stochastic environment due to factors such as atmospheric conditions, aircraft performance, fleet mix, and flight crew technique. The stochasticity is evident in the inter-arrival time distribution at the runway threshold. The magnitude of the left-tail of this distribution determines the Actual Level of Safety (ALS) of the process. When spacing methods such as Required Time of Arrivals (RTA) and self-separation are applied to the approach to eliminate gaps in the traffic flow, they result in a shift of the inter-arrival distribution to the left, and an increase in the magnitude of the left-tail resulting in a degradation in the ALS. A proposed Autonomous Approach & Landing Spacing (AALS) System is designed to continuously balance the throughput gains of RTA and self-separation with the safety for the approach and landing process. The AALS monitors the stochasticity of the approach process (via the runway threshold inter-arrival time distribution), and adjusts the spacing buffer-time to ensure the Target Level of Safety (TLS) is maintained even as the stochasticity in the approach changes. This paper describes the analysis of runway throughput and safety in the presence of stochastic approach performance with the AALS. The implications and limitations of this technology are discussed.
{"title":"Balancing throughput and safety: An autonomous approach and landing system (AALS)","authors":"Oleksandra Snisarevska, L. Sherry, J. Shortle, G. Donohue","doi":"10.1109/ICNSURV.2018.8384854","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384854","url":null,"abstract":"One of the bottlenecks in air traffic flow is the final approach segment and the runway. Flights must be sequenced and spaced before the Final Approach Fix (FAF) to meet the safety separation requirements on the final approach segment. The final approach segment is conducted in a highly stochastic environment due to factors such as atmospheric conditions, aircraft performance, fleet mix, and flight crew technique. The stochasticity is evident in the inter-arrival time distribution at the runway threshold. The magnitude of the left-tail of this distribution determines the Actual Level of Safety (ALS) of the process. When spacing methods such as Required Time of Arrivals (RTA) and self-separation are applied to the approach to eliminate gaps in the traffic flow, they result in a shift of the inter-arrival distribution to the left, and an increase in the magnitude of the left-tail resulting in a degradation in the ALS. A proposed Autonomous Approach & Landing Spacing (AALS) System is designed to continuously balance the throughput gains of RTA and self-separation with the safety for the approach and landing process. The AALS monitors the stochasticity of the approach process (via the runway threshold inter-arrival time distribution), and adjusts the spacing buffer-time to ensure the Target Level of Safety (TLS) is maintained even as the stochasticity in the approach changes. This paper describes the analysis of runway throughput and safety in the presence of stochastic approach performance with the AALS. The implications and limitations of this technology are discussed.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"11 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":"132310063","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.2018.8384905
Jun Yang, Wanwei Wang, Hui Xu, Zhe Zhang, Ping Han
The playback of flights' surveillance information plays an import role when flights encounter special circumstances, such as accidents. It can help analyze when, where and why the special circumstances happened intuitively. Different from traditional air traffic control automation system, we propose a playback system based on double-buffers method. A playing buffer and a fetching buffer is created, one is for storing the surveillance information that will be play back and the other one is used for storing the surveillance information fetched from the database. Thus, data fetching and data playback can be done concurrently, to play back the flights' surveillance information continuously. What's more a reliable UDP is proposed to improve the reliability of the data communication of the playback system.
{"title":"A playback system for flight surveillance information","authors":"Jun Yang, Wanwei Wang, Hui Xu, Zhe Zhang, Ping Han","doi":"10.1109/ICNSURV.2018.8384905","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384905","url":null,"abstract":"The playback of flights' surveillance information plays an import role when flights encounter special circumstances, such as accidents. It can help analyze when, where and why the special circumstances happened intuitively. Different from traditional air traffic control automation system, we propose a playback system based on double-buffers method. A playing buffer and a fetching buffer is created, one is for storing the surveillance information that will be play back and the other one is used for storing the surveillance information fetched from the database. Thus, data fetching and data playback can be done concurrently, to play back the flights' surveillance information continuously. What's more a reliable UDP is proposed to improve the reliability of the data communication of the playback system.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"257 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":"115665239","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.2018.8384883
G. Saccone, Ryan D. Hale, Michael E. Matyas, M. L. Olive
The Aeronautical Telecommunications Network using the Internet Protocol Suite (ATN/IPS) continues to progress in standardization and maturity towards becoming an implemented reality, and is a recognized end-state goal for United States (US) — European Union (EU) Data Communication Harmonization. However, the transition from existing data communications to ATN/IPS creates challenges for handling multiple applications and network protocols. Potentially, some form of accommodation of both existing Aeronautical Telecommunications Network using the Open System Interconnection (ATN/OSI) and the Aircraft Communication Addressing and Reporting System (ACARS) will be necessary to allow interoperability to occur on the network level as well as at the application level, considering Future Air Navigation System 1/A (FANS-1/A), Baseline 1 (B1), and Baseline 2 (B2) applications. Changing equipage on aircraft is expensive and time consuming, considering factors such as the appropriate time to make a change to the aircraft given its maintenance schedules, revenue flight load, etc., in addition to the costs for development, certification and installation of equipage. Air Navigation Service Providers (ANSPs) should also not be required to continually upgrade ground systems or implement duplicate networks to deal with these complexities. Therefore an approach is needed that would allow the initial introduction of ATN/IPS while preserving backwards compatibility for aircraft equipped with other technologies, ensuring that airline and ANSP investments are preserved as much as possible while providing a transition path to the envisaged end state. In order to enable that transition, depending on the final architecture and configuration, network diversity could be accommodated on the aircraft, on the ground, or a combination of both. As discussed in various forums such as the Airlines Electronic Engineering Committee (AEEC), it is unlikely that a triple stack (i.e., ACARS, ATN/OSI, and ATN/IPS) will be implemented in the aircraft given complexity, certification, and cost factors. Therefore, much of the accommodation would have to be done on the ground, potentially using a protocol gateway. This gateway would accommodate a both FANS-1/A and B1/B2 applications, meaning a combination of ACARS to ATN/IPS and ATN/OSI to ATN/IPS translation capabilities (and vice versa). This paper discusses efforts to further investigate this gateway concept, the types of capabilities that are needed, potential architectures, advantages and disadvantages, and prototype activities. Finally proposed future work that is necessary to reach Data Communication Harmonization goals and conclusions will be given.
{"title":"Preparing for transition: Accommodation of mixed data communication equipage for a harmonized future","authors":"G. Saccone, Ryan D. Hale, Michael E. Matyas, M. L. Olive","doi":"10.1109/ICNSURV.2018.8384883","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384883","url":null,"abstract":"The Aeronautical Telecommunications Network using the Internet Protocol Suite (ATN/IPS) continues to progress in standardization and maturity towards becoming an implemented reality, and is a recognized end-state goal for United States (US) — European Union (EU) Data Communication Harmonization. However, the transition from existing data communications to ATN/IPS creates challenges for handling multiple applications and network protocols. Potentially, some form of accommodation of both existing Aeronautical Telecommunications Network using the Open System Interconnection (ATN/OSI) and the Aircraft Communication Addressing and Reporting System (ACARS) will be necessary to allow interoperability to occur on the network level as well as at the application level, considering Future Air Navigation System 1/A (FANS-1/A), Baseline 1 (B1), and Baseline 2 (B2) applications. Changing equipage on aircraft is expensive and time consuming, considering factors such as the appropriate time to make a change to the aircraft given its maintenance schedules, revenue flight load, etc., in addition to the costs for development, certification and installation of equipage. Air Navigation Service Providers (ANSPs) should also not be required to continually upgrade ground systems or implement duplicate networks to deal with these complexities. Therefore an approach is needed that would allow the initial introduction of ATN/IPS while preserving backwards compatibility for aircraft equipped with other technologies, ensuring that airline and ANSP investments are preserved as much as possible while providing a transition path to the envisaged end state. In order to enable that transition, depending on the final architecture and configuration, network diversity could be accommodated on the aircraft, on the ground, or a combination of both. As discussed in various forums such as the Airlines Electronic Engineering Committee (AEEC), it is unlikely that a triple stack (i.e., ACARS, ATN/OSI, and ATN/IPS) will be implemented in the aircraft given complexity, certification, and cost factors. Therefore, much of the accommodation would have to be done on the ground, potentially using a protocol gateway. This gateway would accommodate a both FANS-1/A and B1/B2 applications, meaning a combination of ACARS to ATN/IPS and ATN/OSI to ATN/IPS translation capabilities (and vice versa). This paper discusses efforts to further investigate this gateway concept, the types of capabilities that are needed, potential architectures, advantages and disadvantages, and prototype activities. Finally proposed future work that is necessary to reach Data Communication Harmonization goals and conclusions will be given.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"5 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":"125011522","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.2018.8384833
Ian D. Bradley, Brian Norville
Federal systems are constantly faced with risks due to the ever-evolving cyber threat landscape. Cyber threats can cause anything from degradation of system functionality to data theft. Depending on the criticality of the Federal system, a cyber-event could be catastrophic, causing a significant financial loss to the Federal government, potentially impacting the privacy or safety of the American public, thus being categorized as Critical Infrastructure. In the past year, modernization of Federal systems has gained much attention. In 2017, The Executive Office of President finalized a report on the Federal IT Modernization [1], as well as the Presidential Executive Order on Strengthening the Cybersecurity of Federal Networks and Critical Infrastructure [2]. In many cases, Federal Critical Infrastructure may often be comprised of legacy systems, which consist of aging technologies, program languages or hardware. The cost of the sustainment and operation of legacy assets will continue to increase over time and become more difficult to protect, as outdated technologies become obsolete or unsupported. The existence of legacy technology may also limit the ability of the adoption of new capabilities. To address these issues, Federal agencies must incrementally reduce the usage of legacy assets through modernization. The Modernizing Government Technology Act of 2017 or MGT Act was passed by the House of Representatives on May 17, 2017, and was recently passed into law on December 12, 2017. The MGT Act of 2017 is a bipartisan effort, which calls for agencies to modernize their aging systems. The MGT Act builds upon the Federal IT Acquisition Reform Act (FITARA), creating the FITARA scorecard, a grading system used to monitor the modernization efforts of Federal agencies and empower CIOs to take action. The score is calculated based on CIO performance, risk management, data center optimization and other factors. In the latest FITARA Scorecard released in November of 2017, both the DOD and DOT scored an F+. The FITARA Scorecard presents insight into the current state of modernization of Federal systems; however, the scoring system may not fully encompass the considerations needed to address the challenges faced by Critical Infrastructure, such as the National Airspace System.
{"title":"An enterprise cybersecurity strategy for federal critical infrastructure modernization","authors":"Ian D. Bradley, Brian Norville","doi":"10.1109/ICNSURV.2018.8384833","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384833","url":null,"abstract":"Federal systems are constantly faced with risks due to the ever-evolving cyber threat landscape. Cyber threats can cause anything from degradation of system functionality to data theft. Depending on the criticality of the Federal system, a cyber-event could be catastrophic, causing a significant financial loss to the Federal government, potentially impacting the privacy or safety of the American public, thus being categorized as Critical Infrastructure. In the past year, modernization of Federal systems has gained much attention. In 2017, The Executive Office of President finalized a report on the Federal IT Modernization [1], as well as the Presidential Executive Order on Strengthening the Cybersecurity of Federal Networks and Critical Infrastructure [2]. In many cases, Federal Critical Infrastructure may often be comprised of legacy systems, which consist of aging technologies, program languages or hardware. The cost of the sustainment and operation of legacy assets will continue to increase over time and become more difficult to protect, as outdated technologies become obsolete or unsupported. The existence of legacy technology may also limit the ability of the adoption of new capabilities. To address these issues, Federal agencies must incrementally reduce the usage of legacy assets through modernization. The Modernizing Government Technology Act of 2017 or MGT Act was passed by the House of Representatives on May 17, 2017, and was recently passed into law on December 12, 2017. The MGT Act of 2017 is a bipartisan effort, which calls for agencies to modernize their aging systems. The MGT Act builds upon the Federal IT Acquisition Reform Act (FITARA), creating the FITARA scorecard, a grading system used to monitor the modernization efforts of Federal agencies and empower CIOs to take action. The score is calculated based on CIO performance, risk management, data center optimization and other factors. In the latest FITARA Scorecard released in November of 2017, both the DOD and DOT scored an F+. The FITARA Scorecard presents insight into the current state of modernization of Federal systems; however, the scoring system may not fully encompass the considerations needed to address the challenges faced by Critical Infrastructure, such as the National Airspace System.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"2021 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":"121943972","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.2018.8384855
M. Ellejmi, R. Graham, V. Treve, J. Toussaint, I. De Visscher
The Single European Sky ATM Research program (SESAR2020 [1]) project for EnhAnced Runway Throughput (EARTH), is focused on developing and validating SESAR solutions to Increase Runway Throughput. In particular, the project addresses the reduction of the Minimum Radar Separation (MRS) to 2.0NM. The reduction of MRS minima down to 2.0NM on final approach is subject to Required Surveillance Performance (RSP) and is constrained by factors such as satisfying Runway Occupancy Time (ROT). The project studies different technical and operational options to identify cost benefit, technical and performance requirements covering safety, capacity, efficiency, resilience, environment and noise, access and equity as well as human performance to facilitate deployment decisions. In this paper we review the need for reducing separation minima on final approach, we provide technical study results covering technology readiness to cope with the operational requirements and the required surveillance performance, we propose a set of Required Surveillance Performance and we provide the results of a first validation of the concept using real time simulation, we conclude with some recommendation on future steps to evaluate the concept.
{"title":"Technical feasibility and impacts of reducing standard separation minima in final approach","authors":"M. Ellejmi, R. Graham, V. Treve, J. Toussaint, I. De Visscher","doi":"10.1109/ICNSURV.2018.8384855","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384855","url":null,"abstract":"The Single European Sky ATM Research program (SESAR2020 [1]) project for EnhAnced Runway Throughput (EARTH), is focused on developing and validating SESAR solutions to Increase Runway Throughput. In particular, the project addresses the reduction of the Minimum Radar Separation (MRS) to 2.0NM. The reduction of MRS minima down to 2.0NM on final approach is subject to Required Surveillance Performance (RSP) and is constrained by factors such as satisfying Runway Occupancy Time (ROT). The project studies different technical and operational options to identify cost benefit, technical and performance requirements covering safety, capacity, efficiency, resilience, environment and noise, access and equity as well as human performance to facilitate deployment decisions. In this paper we review the need for reducing separation minima on final approach, we provide technical study results covering technology readiness to cope with the operational requirements and the required surveillance performance, we propose a set of Required Surveillance Performance and we provide the results of a first validation of the concept using real time simulation, we conclude with some recommendation on future steps to evaluate the concept.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"43 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":"126836435","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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