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.2018.8384829
Madhu Niraula, Jonathan M. Graefe, Ron Dlouhy, Mark Layton, M. Stevenson
Currently there are various industry and regulatory activities (Airlines Electronic Engineering Committee Internet Protocol Suites (IPS) Working Group, Radio Technical Commission for Aeronautics SC-223, EUROCAE Working Group 108, and ICAO Working Group I) underway to develop the future aviation safety service Aeronautical Telecommunication Network (ATN) based on Internet Protocol Suite (IPS) IPv6, which is the selected protocol for air/ground communication in support of Air Traffic Service (ATS) safety service applications. This will provide IPv6 as an alternative to the traditional ACARS and ATN/OSI protocols for the air/ground aviation safety services network, but it also exposes the aviation safety services data communication to various cyber security threats. Data communication security plays an important role in the successful development of ATN/IPS as a next generation aviation safety service network that support ATS, ATC, AOC messages over various air/ground radio links. Security countermeasures help ensure the confidentiality, availability, and integrity of ATN/IPS systems by preventing or mitigating harm from cyber security attacks. This paper introduces the motivation and context for ATN/IPS security in terms of the aviation safety service data communication network. It describes the first fully implemented two-way authentication security, data integrity scheme for the aircraft air/ground safety service communications based on existing internet standards, specifically the Datagram Transport Layer Security (DTLS) protocol. The security approach uses Elliptical Curve Cryptography (ECC), which is the most efficient, matured, and widely accepted public key cryptography algorithm. This paper presents the DTLS implementation in the context of an air/ground system architecture and overall feasibility and the scheme's feasibility (low overhead and high interoperability). This is further demonstrated through extensive evaluation of a prototype using an existing avionics hardware platform and an existing ground system.
{"title":"ATN/IPS security approach: Two-way mutual authentication, data integrity and privacy","authors":"Madhu Niraula, Jonathan M. Graefe, Ron Dlouhy, Mark Layton, M. Stevenson","doi":"10.1109/ICNSURV.2018.8384829","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384829","url":null,"abstract":"Currently there are various industry and regulatory activities (Airlines Electronic Engineering Committee Internet Protocol Suites (IPS) Working Group, Radio Technical Commission for Aeronautics SC-223, EUROCAE Working Group 108, and ICAO Working Group I) underway to develop the future aviation safety service Aeronautical Telecommunication Network (ATN) based on Internet Protocol Suite (IPS) IPv6, which is the selected protocol for air/ground communication in support of Air Traffic Service (ATS) safety service applications. This will provide IPv6 as an alternative to the traditional ACARS and ATN/OSI protocols for the air/ground aviation safety services network, but it also exposes the aviation safety services data communication to various cyber security threats. Data communication security plays an important role in the successful development of ATN/IPS as a next generation aviation safety service network that support ATS, ATC, AOC messages over various air/ground radio links. Security countermeasures help ensure the confidentiality, availability, and integrity of ATN/IPS systems by preventing or mitigating harm from cyber security attacks. This paper introduces the motivation and context for ATN/IPS security in terms of the aviation safety service data communication network. It describes the first fully implemented two-way authentication security, data integrity scheme for the aircraft air/ground safety service communications based on existing internet standards, specifically the Datagram Transport Layer Security (DTLS) protocol. The security approach uses Elliptical Curve Cryptography (ECC), which is the most efficient, matured, and widely accepted public key cryptography algorithm. This paper presents the DTLS implementation in the context of an air/ground system architecture and overall feasibility and the scheme's feasibility (low overhead and high interoperability). This is further demonstrated through extensive evaluation of a prototype using an existing avionics hardware platform and an existing ground system.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"19 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":"123763336","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.2018.8384868
Wenhao Wu, Xuejun Zhang, Kaiquan Cai, Wei Li
In this paper, based on the idea of Civil-Military Integration, a multi-objective optimization model of airspace sector network is proposed to solve the problem of collaborative optimization of global flight flow in airspace sector network. Two objective functions are designed, namely safety and economy of the airspace. The operational safety objective function is defined by the degree of air traffic congestion and the operational economy is the total delay cost of the global flight activities, as well as total delay of the military and the civil aviation flight. Based on the Non-dominated Sorting Genetic Algorithm II(NSGA-II) algorithm. This paper presents a dynamic adaptive NSGA-II algorithm to solve the proposed model, in which a crossover and mutation factor dynamic adjustment mechanism is introduced. The model and algorithm are validated using actual operation data of China's airspace sector network. The results show that the dynamic adaptive NSGA-II algorithm is better than two classical multi-objective evolutionary algorithms.
{"title":"A dynamic adaptive NSGA-II algorithm for sector network flight flow optimization","authors":"Wenhao Wu, Xuejun Zhang, Kaiquan Cai, Wei Li","doi":"10.1109/ICNSURV.2018.8384868","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384868","url":null,"abstract":"In this paper, based on the idea of Civil-Military Integration, a multi-objective optimization model of airspace sector network is proposed to solve the problem of collaborative optimization of global flight flow in airspace sector network. Two objective functions are designed, namely safety and economy of the airspace. The operational safety objective function is defined by the degree of air traffic congestion and the operational economy is the total delay cost of the global flight activities, as well as total delay of the military and the civil aviation flight. Based on the Non-dominated Sorting Genetic Algorithm II(NSGA-II) algorithm. This paper presents a dynamic adaptive NSGA-II algorithm to solve the proposed model, in which a crossover and mutation factor dynamic adjustment mechanism is introduced. The model and algorithm are validated using actual operation data of China's airspace sector network. The results show that the dynamic adaptive NSGA-II algorithm is better than two classical multi-objective evolutionary algorithms.","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":"114122993","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.2018.8384877
Tao Li, A. Trani
A two-level model is developed to estimate the spatial distribution of itinerant General Aviation (GA) operations by four aircraft engine types (single-engine piston, piston, turboprop, and jet). In the first level, a logit model is used to model the state-choice behaviors, that is, how the GA operations at an origin airport distribute among neighboring states. The impact of social-economic factors on the spatial distribution is considered in the first-level model. A gravity-based model is used as the second-level model to assign the projected operations to a state among the airports within the state. We applied the model to estimate the spatial distribution of GA operations among TAF airports in 2008, and compared the estimation results with the observed statistics. The comparison shows that the model estimates are generally consistent with the observations.
{"title":"Modeling spatial distribution of itinerant General Aviation operations by aircraft type","authors":"Tao Li, A. Trani","doi":"10.1109/ICNSURV.2018.8384877","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384877","url":null,"abstract":"A two-level model is developed to estimate the spatial distribution of itinerant General Aviation (GA) operations by four aircraft engine types (single-engine piston, piston, turboprop, and jet). In the first level, a logit model is used to model the state-choice behaviors, that is, how the GA operations at an origin airport distribute among neighboring states. The impact of social-economic factors on the spatial distribution is considered in the first-level model. A gravity-based model is used as the second-level model to assign the projected operations to a state among the airports within the state. We applied the model to estimate the spatial distribution of GA operations among TAF airports in 2008, and compared the estimation results with the observed statistics. The comparison shows that the model estimates are generally consistent with the observations.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"32 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":"126113153","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.2018.8384850
T. Blumer, C. Wargo, G. Hunter
UAS pilots are challenged by a limited situation awareness such that they may be unable to sense incipient problems and to formulate effective responses in a timely manner. As UAS operations evolve to increasingly higher levels of autonomy, these challenges will only become increasingly acute. Here, we identify unmanned aircraft systems situation awareness issues, including current shortcomings and research needs required to meet those shortcomings.
{"title":"UAS situation awareness shortcomings, gaps, and future research needs","authors":"T. Blumer, C. Wargo, G. Hunter","doi":"10.1109/ICNSURV.2018.8384850","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384850","url":null,"abstract":"UAS pilots are challenged by a limited situation awareness such that they may be unable to sense incipient problems and to formulate effective responses in a timely manner. As UAS operations evolve to increasingly higher levels of autonomy, these challenges will only become increasingly acute. Here, we identify unmanned aircraft systems situation awareness issues, including current shortcomings and research needs required to meet those shortcomings.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"26 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":"125089363","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.2018.8384870
E. Gringinger, C. Schuetz, B. Neumayr, M. Schrefl, Scott Wilson
In this paper, we position the concept of semantic containers as a value-added information layer for SWIM. Sets of data items such as DNOTAMs, TAFs, METARs, SIGMETs and flight plans can be collected into semantic containers having semantic labels that describe the data in a container. Semantic containers can be further processed by applications, but also by information services that produce derived semantic containers, yielding complex derivation chains of semantic containers.
{"title":"Towards a value-added information layer for SWIM: The semantic container approach","authors":"E. Gringinger, C. Schuetz, B. Neumayr, M. Schrefl, Scott Wilson","doi":"10.1109/ICNSURV.2018.8384870","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384870","url":null,"abstract":"In this paper, we position the concept of semantic containers as a value-added information layer for SWIM. Sets of data items such as DNOTAMs, TAFs, METARs, SIGMETs and flight plans can be collected into semantic containers having semantic labels that describe the data in a container. Semantic containers can be further processed by applications, but also by information services that produce derived semantic containers, yielding complex derivation chains of semantic containers.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"10 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":"129675496","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.2018.8384865
Alicia Borgman Fernandes, S. Atkins, K. Leiden, Timothy Bagnali, Curt Kaler, M. Evans, A. Bell, T. Kilbourne, M. Jackson
Management by Trajectory (MBT) is a NASA concept for taking Trajectory Based Operations (TBO) to the next level of maturity. MBT looks beyond enabling technologies to flesh out the operational concept and look at how TBO changes the ways in which actors interact. In MBT, each aircraft has an assigned trajectory that is negotiated between the Federal Aviation Administration (FAA) and airspace user (AU) and complies with all National Airspace System (NAS) constraints. Any deviation from the assigned trajectory must be negotiated. In addition to the request/response interactions between controllers and pilots that have so far been proposed to support Data Comm, trajectory negotiation under MBT leverages emerging capabilities to support much richer negotiations. MBT proposes a higher level language to support new kinds of requests and responses, such as providing new or amended constraints to which a trajectory must conform and allowing the trajectory to be proposed by the AU, or controllers offering solution options to the AU for the AU to select the preferred solution. The key MBT benefit mechanisms are trajectory predictability and AU flexibility. Improved predictability supports more efficient operations, from earlier and less frequent conflict detection and resolution to better calibration of traffic flow management decision-making to balance demand with capacity. Improved flexibility allows AUs to act on their trajectory preferences. This paper provides an overview of the MBT concept and discusses open questions to be explored in future concept evaluation activities.
{"title":"Taking trajectory based operations to the next level: Management by trajectory","authors":"Alicia Borgman Fernandes, S. Atkins, K. Leiden, Timothy Bagnali, Curt Kaler, M. Evans, A. Bell, T. Kilbourne, M. Jackson","doi":"10.1109/ICNSURV.2018.8384865","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384865","url":null,"abstract":"Management by Trajectory (MBT) is a NASA concept for taking Trajectory Based Operations (TBO) to the next level of maturity. MBT looks beyond enabling technologies to flesh out the operational concept and look at how TBO changes the ways in which actors interact. In MBT, each aircraft has an assigned trajectory that is negotiated between the Federal Aviation Administration (FAA) and airspace user (AU) and complies with all National Airspace System (NAS) constraints. Any deviation from the assigned trajectory must be negotiated. In addition to the request/response interactions between controllers and pilots that have so far been proposed to support Data Comm, trajectory negotiation under MBT leverages emerging capabilities to support much richer negotiations. MBT proposes a higher level language to support new kinds of requests and responses, such as providing new or amended constraints to which a trajectory must conform and allowing the trajectory to be proposed by the AU, or controllers offering solution options to the AU for the AU to select the preferred solution. The key MBT benefit mechanisms are trajectory predictability and AU flexibility. Improved predictability supports more efficient operations, from earlier and less frequent conflict detection and resolution to better calibration of traffic flow management decision-making to balance demand with capacity. Improved flexibility allows AUs to act on their trajectory preferences. This paper provides an overview of the MBT concept and discusses open questions to be explored in future concept evaluation activities.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"107 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":"133095341","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.2018.8384892
M. Zhong, Xiaosu Xu, Xiang Xu
A robust filtering technique based on Student's t distribution is proposed for the characteristics that the traditional Kalman filtering algorithm cannot apply for measurement and process which with noise non-gaussian distribution. In this paper, A reasonable approach is introduced to construct a new Student's t-based hierarchical Gaussian state-space model and then using variational Bayesian approach to get the jointly estimated PDF of parameters in the constructed model. The proposed algorithm is verified mainly combined with SINS/GPS integrated navigation system. At last, the simulation results show that the proposed method can restrain the non-Gaussian noise in process and measurement well and improve the system precision.
{"title":"A novel robust Kalman filter for SINS/GPS integration","authors":"M. Zhong, Xiaosu Xu, Xiang Xu","doi":"10.1109/ICNSURV.2018.8384892","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384892","url":null,"abstract":"A robust filtering technique based on Student's t distribution is proposed for the characteristics that the traditional Kalman filtering algorithm cannot apply for measurement and process which with noise non-gaussian distribution. In this paper, A reasonable approach is introduced to construct a new Student's t-based hierarchical Gaussian state-space model and then using variational Bayesian approach to get the jointly estimated PDF of parameters in the constructed model. The proposed algorithm is verified mainly combined with SINS/GPS integrated navigation system. At last, the simulation results show that the proposed method can restrain the non-Gaussian noise in process and measurement well and improve the system precision.","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":"130845932","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.2018.8384904
Denis Avila, L. Sherry, T. Thompson
Hot exhaust from jet airliners generate condensation trails when the appropriate atmospheric conditions exist. These high altitude “clouds” reflect 23% of incoming shortwave radiation back into space, but also reflect 33% of outgoing longwave radiation back to Earth. In this way, anthropogenic (i.e. human made) contrails have a net warming effect. Under the auspices of future government regulations, airlines could earn traffic flow management slot prioritization credits for flying flight plans that lay persistent contrails in the morning (to block incoming shortwave radiation) and avoid laying persistent contrails in the evening (to allow longwave radiation to escape). This paper describes a method for processing publicly available weather forecast data to identify the location of Ice Super Saturated Regions where persistent contrails will form. The ISSRs statistics and a 3-D visualization of the ISSR over the CONUS are provided. The implications of this information and the limitations of the method are discussed.
{"title":"Design of Ice Super Saturated Region (ISSR) visualization tool for contrail planning","authors":"Denis Avila, L. Sherry, T. Thompson","doi":"10.1109/ICNSURV.2018.8384904","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384904","url":null,"abstract":"Hot exhaust from jet airliners generate condensation trails when the appropriate atmospheric conditions exist. These high altitude “clouds” reflect 23% of incoming shortwave radiation back into space, but also reflect 33% of outgoing longwave radiation back to Earth. In this way, anthropogenic (i.e. human made) contrails have a net warming effect. Under the auspices of future government regulations, airlines could earn traffic flow management slot prioritization credits for flying flight plans that lay persistent contrails in the morning (to block incoming shortwave radiation) and avoid laying persistent contrails in the evening (to allow longwave radiation to escape). This paper describes a method for processing publicly available weather forecast data to identify the location of Ice Super Saturated Regions where persistent contrails will form. The ISSRs statistics and a 3-D visualization of the ISSR over the CONUS are provided. The implications of this information and the limitations of the method are discussed.","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":"129633079","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.2018.8384852
Kaiquan Cai, Wei Li, Fei Ju, Xi Zhu
Apron capacity is critical to airport ground operation, which is defined as its capability to accommodate aircraft in a unit of time. With precise estimation of apron capacity, airport operators can utilize gate resource more efficiently and optimize airport daily operation, thus reducing flight delays and guaranteeing operation safety. However, uncertainties such as weather and taxiing time would affect the robustness of the estimation result. To address this problem, a scenario-based optimization approach to robust estimation of apron capacity is proposed. Firstly, an envelope model is established to demonstrate dynamic apron capacity based on arrival-departure shares. Then, the envelope is formulated as a chance-constrained optimization program(C-COP), while a predefined probabilistic guarantee is adopted to ensure the robustness of the envelope. Furthermore, the C-COP is converted to standard convex optimization problem via scenario approach and solved approximately. Case study, which uses the real data provided by the Beijing Capital International Airport(BCIA), suggests the practicability of the proposed method and the robustness of the estimated envelope.
{"title":"A scenario-based optimization approach to robust estimation of airport apron capacity","authors":"Kaiquan Cai, Wei Li, Fei Ju, Xi Zhu","doi":"10.1109/ICNSURV.2018.8384852","DOIUrl":"https://doi.org/10.1109/ICNSURV.2018.8384852","url":null,"abstract":"Apron capacity is critical to airport ground operation, which is defined as its capability to accommodate aircraft in a unit of time. With precise estimation of apron capacity, airport operators can utilize gate resource more efficiently and optimize airport daily operation, thus reducing flight delays and guaranteeing operation safety. However, uncertainties such as weather and taxiing time would affect the robustness of the estimation result. To address this problem, a scenario-based optimization approach to robust estimation of apron capacity is proposed. Firstly, an envelope model is established to demonstrate dynamic apron capacity based on arrival-departure shares. Then, the envelope is formulated as a chance-constrained optimization program(C-COP), while a predefined probabilistic guarantee is adopted to ensure the robustness of the envelope. Furthermore, the C-COP is converted to standard convex optimization problem via scenario approach and solved approximately. Case study, which uses the real data provided by the Beijing Capital International Airport(BCIA), suggests the practicability of the proposed method and the robustness of the estimated envelope.","PeriodicalId":112779,"journal":{"name":"2018 Integrated Communications, Navigation, Surveillance Conference (ICNS)","volume":"82 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":"117098196","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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