Pub Date : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218403
E. Gringinger, G. Trausmuth, A. Balaban, J. Jahn, H. Milchrahm
This paper presents the concept, design, technologies, and implementation of a generic system wide information management platform based on service oriented architecture principles. Together with a number of industrial partners, FREQUENTIS conducted a successful first implementation of the still to be developed further European System Wide Information Management (SWIM) Infrastructure dedicated to the definition of the European SWIM Technical Architecture, which will allow seamless interoperability and information sharing of future European Air Traffic Management (ATM) Systems. To cover the needs of existing research projects like Next Generation Air Transportation System (NextGen), Single European Sky ATM Research (SESAR) or Collaborative Actions for Renovation of Air Traffic Systems (CARATS), FREQUENTIS works on a reference architecture with the goal of reusability across domains. This paper describes the current results of SESAR SWIM in the form of requirements and capability definitions that a compatible information system needs to fulfill. Those capabilities are basically derived from major topics of interest within the SWIM Technical Infrastructure such as interoperable communication, security, and governance. Following requirements and capabilities, FREQUENTIS creates a conceptual architecture utilizing artifact types from several commonly used architectural views (structural, behavioral, deployment) depicting logical structure and interaction among the major sub-systems and their components, as well as information exchange flows. Based on previous logical architecture considerations, a list of appropriate technology standards is given. The system will be deployed either as an extension to new services of certain service providers or in case of existing legacy services as a Service Oriented Architecture (SOA) enabler. Therefore, the possible fields of use are beyond the SESAR Air Traffic Management SWIM scenario.
{"title":"Experience report on successful demonstration of SWIM by three industry partners","authors":"E. Gringinger, G. Trausmuth, A. Balaban, J. Jahn, H. Milchrahm","doi":"10.1109/ICNSURV.2012.6218403","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218403","url":null,"abstract":"This paper presents the concept, design, technologies, and implementation of a generic system wide information management platform based on service oriented architecture principles. Together with a number of industrial partners, FREQUENTIS conducted a successful first implementation of the still to be developed further European System Wide Information Management (SWIM) Infrastructure dedicated to the definition of the European SWIM Technical Architecture, which will allow seamless interoperability and information sharing of future European Air Traffic Management (ATM) Systems. To cover the needs of existing research projects like Next Generation Air Transportation System (NextGen), Single European Sky ATM Research (SESAR) or Collaborative Actions for Renovation of Air Traffic Systems (CARATS), FREQUENTIS works on a reference architecture with the goal of reusability across domains. This paper describes the current results of SESAR SWIM in the form of requirements and capability definitions that a compatible information system needs to fulfill. Those capabilities are basically derived from major topics of interest within the SWIM Technical Infrastructure such as interoperable communication, security, and governance. Following requirements and capabilities, FREQUENTIS creates a conceptual architecture utilizing artifact types from several commonly used architectural views (structural, behavioral, deployment) depicting logical structure and interaction among the major sub-systems and their components, as well as information exchange flows. Based on previous logical architecture considerations, a list of appropriate technology standards is given. The system will be deployed either as an extension to new services of certain service providers or in case of existing legacy services as a Service Oriented Architecture (SOA) enabler. Therefore, the possible fields of use are beyond the SESAR Air Traffic Management SWIM scenario.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129343895","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218436
M. Ehammer
In order to support a more efficient design of Air Traffic Management (ATM) a paradigm shift from voice based toward data based communications becomes necessary. This change shall be accompanied through a technological improvement, that is in particular a change from an ISO/OSI toward an TCP/IP based network infrastructure. This paper addresses issues to be considered when operating IPv6 via aeronautical data links. Furthermore, reasonable solutions are elaborated and assessed.
{"title":"Running IPV6 over aeronautical links","authors":"M. Ehammer","doi":"10.1109/ICNSURV.2012.6218436","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218436","url":null,"abstract":"In order to support a more efficient design of Air Traffic Management (ATM) a paradigm shift from voice based toward data based communications becomes necessary. This change shall be accompanied through a technological improvement, that is in particular a change from an ISO/OSI toward an TCP/IP based network infrastructure. This paper addresses issues to be considered when operating IPv6 via aeronautical data links. Furthermore, reasonable solutions are elaborated and assessed.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122986831","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218416
D. P. Robinson, Daniel Murphy
The objective of this study was to investigate itinerary generation procedures and their effect on delay. In order for a National Airspace System (NAS) model to propagate delay, the flights within the demand set must be linked together. Currently, when modeling or analyzing the NAS, an analysis has two primary data sources to use in generating a demand set - ASQP and TFMS. Both of those datasets have their benefits and limitations. The ASQP dataset includes scheduled and actual flight data for scheduled nonstop passenger operations, as well as well as information about which aircraft operated a particular flight and causes of delay. However, the ASQP dataset only contains domestic flights operated by the largest U.S. carriers, currently only sixteen. The TFMS dataset contains a much larger set of flights, but does not contain a unique aircraft identifier or causes of delay. Linking individual flights is best done with a unique identifier. Because the ASQP dataset only contains domestic flights and the TFMS dataset does not include a unique aircraft identifier, tracking the daily movement of an aircraft becomes complicated. The ASQP recorded flights may suggest that an aircraft teleported from one airport to another or that it sat at an airport an unexpectedly long time, when the aircraft actually flew to an international destination and either moved on to another domestic airport (teleportation) or returned to the original airport (long aircraft turnaround time). Within this investigation, we developed a process for enhancing existing flight delay data by determining an appropriate aircraft tail numbers for domestic and international flight operations for a limited set of carriers. Our method uses a greedy algorithm to determine the possible international flights within the TFMS dataset that can fill the holes in the ASQP dataset created by a teleportation or a long sit time. We tested our process on one year of scheduled flights. We then compared the delay resulting from that set of itineraries with the delay resulting from a set of itineraries generated with a different methodology. The itineraries, generated using our new process, were more realistic than those generated with the other method. They also produced delays more similar to the actual delays.
{"title":"Enhanced flight delay data for ASQP carriers","authors":"D. P. Robinson, Daniel Murphy","doi":"10.1109/ICNSURV.2012.6218416","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218416","url":null,"abstract":"The objective of this study was to investigate itinerary generation procedures and their effect on delay. In order for a National Airspace System (NAS) model to propagate delay, the flights within the demand set must be linked together. Currently, when modeling or analyzing the NAS, an analysis has two primary data sources to use in generating a demand set - ASQP and TFMS. Both of those datasets have their benefits and limitations. The ASQP dataset includes scheduled and actual flight data for scheduled nonstop passenger operations, as well as well as information about which aircraft operated a particular flight and causes of delay. However, the ASQP dataset only contains domestic flights operated by the largest U.S. carriers, currently only sixteen. The TFMS dataset contains a much larger set of flights, but does not contain a unique aircraft identifier or causes of delay. Linking individual flights is best done with a unique identifier. Because the ASQP dataset only contains domestic flights and the TFMS dataset does not include a unique aircraft identifier, tracking the daily movement of an aircraft becomes complicated. The ASQP recorded flights may suggest that an aircraft teleported from one airport to another or that it sat at an airport an unexpectedly long time, when the aircraft actually flew to an international destination and either moved on to another domestic airport (teleportation) or returned to the original airport (long aircraft turnaround time). Within this investigation, we developed a process for enhancing existing flight delay data by determining an appropriate aircraft tail numbers for domestic and international flight operations for a limited set of carriers. Our method uses a greedy algorithm to determine the possible international flights within the TFMS dataset that can fill the holes in the ASQP dataset created by a teleportation or a long sit time. We tested our process on one year of scheduled flights. We then compared the delay resulting from that set of itineraries with the delay resulting from a set of itineraries generated with a different methodology. The itineraries, generated using our new process, were more realistic than those generated with the other method. They also produced delays more similar to the actual delays.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129223244","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218438
R. Koelle, A. Tarter
This paper is concerned with the design of a distributed aviation security situation management capability in SESAR and NextGen. This research-in-progress report presents an approach to distributed situation management based on the concepts of network-centric operations and agent-based modeling. In particular, One of the key issues in aviation security is that despite their catastrophic magnitude, incidents are rare and their precursors hard to identify. The anticipated growth of aviation will increase this challenge as the amount of air traffic will double by 2025, and the future ATM System will see a higher integration of manned and unmanned air vehicles with significantly different capabilities to interact with on-board situations. We envision a highly integrated air transportation system and the capability to process relevant situational information elements. The described situation management problem is modeled as a multi-agent information problem. Situation management is viewed as an emergent property of collaborative systems including both human operators and technological agents. This paper addresses the challenges and conceptual modelling of an agent based simulation of the future aviation and air traffic management environment. The results obtained indicate that automated support for situation management in aviation security is feasible and capable of supporting distributed information sharing and early identification of incidents. Also of importance is that this capability will not place additional constraints on the future ATM System as it can be designed as a data service of the envisaged system-wide information management infrastructure.
{"title":"Towards a distributed situation management capability for SESAR and NextGen","authors":"R. Koelle, A. Tarter","doi":"10.1109/ICNSURV.2012.6218438","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218438","url":null,"abstract":"This paper is concerned with the design of a distributed aviation security situation management capability in SESAR and NextGen. This research-in-progress report presents an approach to distributed situation management based on the concepts of network-centric operations and agent-based modeling. In particular, One of the key issues in aviation security is that despite their catastrophic magnitude, incidents are rare and their precursors hard to identify. The anticipated growth of aviation will increase this challenge as the amount of air traffic will double by 2025, and the future ATM System will see a higher integration of manned and unmanned air vehicles with significantly different capabilities to interact with on-board situations. We envision a highly integrated air transportation system and the capability to process relevant situational information elements. The described situation management problem is modeled as a multi-agent information problem. Situation management is viewed as an emergent property of collaborative systems including both human operators and technological agents. This paper addresses the challenges and conceptual modelling of an agent based simulation of the future aviation and air traffic management environment. The results obtained indicate that automated support for situation management in aviation security is feasible and capable of supporting distributed information sharing and early identification of incidents. Also of importance is that this capability will not place additional constraints on the future ATM System as it can be designed as a data service of the envisaged system-wide information management infrastructure.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"57 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128019209","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218394
L. Mutuel
Two axes investigated by the GNSS Evolutionary Architecture Study Panel (GEAS) as part of the evaluation of future GNSS-based architectures include Dual Frequency Satellite Based Augmentation System (SBAS) and Advanced Receiver Autonomous Integrity Monitoring (ARAIM) algorithm. With the release of the GEAS panel reports and the flight test results, avionics manufacturers were contracted to study where and what would be key challenges to integrate this technology into certifiable avionics. This paper presents a selection of Thales findings from the following perspectives: operation and system design, technical implementation, certification process and standardization.
{"title":"Nextgen GNSS receivers for Dual Frequency SBAS operations and Advanced RAIM","authors":"L. Mutuel","doi":"10.1109/ICNSURV.2012.6218394","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218394","url":null,"abstract":"Two axes investigated by the GNSS Evolutionary Architecture Study Panel (GEAS) as part of the evaluation of future GNSS-based architectures include Dual Frequency Satellite Based Augmentation System (SBAS) and Advanced Receiver Autonomous Integrity Monitoring (ARAIM) algorithm. With the release of the GEAS panel reports and the flight test results, avionics manufacturers were contracted to study where and what would be key challenges to integrate this technology into certifiable avionics. This paper presents a selection of Thales findings from the following perspectives: operation and system design, technical implementation, certification process and standardization.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122614257","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218463
A. Klein, M. Robinson, R. S. Lee
{"title":"NAS fast-time simulation model validation: Requirements, metrics and challenges","authors":"A. Klein, M. Robinson, R. S. Lee","doi":"10.1109/ICNSURV.2012.6218463","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218463","url":null,"abstract":"","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116905962","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218494
Stephane Marche
{"title":"iCNS - European focus SESAR impact on the aircraft","authors":"Stephane Marche","doi":"10.1109/ICNSURV.2012.6218494","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218494","url":null,"abstract":"","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"103 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117301274","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218377
J. Johnson, H. Neufeldt, J. Beyer
Multilateration is a proven technology for air traffic surveillance with hundreds of site installations world-wide. However, most, if not all, installations have been in secure areas with basic, dedicated infrastructure in place. Wide area multilateration (WAM) has not been fully appraised in more challenging areas like Afghanistan where robust power, communications, and security are not available. It is important that Air Navigation Service Providers (ANSPs) understand how external factors like intermittent power impact WAM in order to respond to outages appropriately while operating the system. In this paper, we present the lessons learned from deploying WAM in a war zone backed by performance results from a series of flight tests proving WAM, when properly designed and implemented, is a very adaptable and robust surveillance solution.
{"title":"Wide area multilateration and ADS-B proves resilient in Afghanistan","authors":"J. Johnson, H. Neufeldt, J. Beyer","doi":"10.1109/ICNSURV.2012.6218377","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218377","url":null,"abstract":"Multilateration is a proven technology for air traffic surveillance with hundreds of site installations world-wide. However, most, if not all, installations have been in secure areas with basic, dedicated infrastructure in place. Wide area multilateration (WAM) has not been fully appraised in more challenging areas like Afghanistan where robust power, communications, and security are not available. It is important that Air Navigation Service Providers (ANSPs) understand how external factors like intermittent power impact WAM in order to respond to outages appropriately while operating the system. In this paper, we present the lessons learned from deploying WAM in a war zone backed by performance results from a series of flight tests proving WAM, when properly designed and implemented, is a very adaptable and robust surveillance solution.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"225 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115492557","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 : 2012-04-24DOI: 10.1109/ICNSURV.2012.6218409
C. Brinton, S. Lent
In today's Traffic Flow Management (TFM) operation, some flow restrictions may be used that are procedurally applied to aircraft while they are on the ground before departure. Although there are some drawbacks to this approach, the application of required delay before flights depart allows that delay to be taken by the flight when it does not have to burn fuel to stay aloft. Delaying flights on the ground also allows the delay to be taken in a manner (i.e., parked on the ground) that does not create significant workload for the sector controllers. Traffic Management Initiatives (TMIs) that may cause flights to be held on the ground directly affect the airport surface operation. These TMIs must be explicitly considered in any airport surface decision support capability. In the case of Departure Queue Management, it is necessary to synchronize and coordinate the assigned take-off times for each flight with the airborne restrictions and requirements of these TMIs. In principle, this synchronization of the airport surface plan for a flight and the airborne requirements is the initial implementation of trajectory-based operations, including the synchronization of the surface and airborne portion of the trajectory. This paper describes the algorithms and methods by which the Collaborative Departure Queue Management (CDQM) concept for queue management accomplishes this integration and synchronization of the airport surface operational plan with the airborne and TFM plan.
{"title":"Departure queue management in the presence of Traffic Management Initiatives","authors":"C. Brinton, S. Lent","doi":"10.1109/ICNSURV.2012.6218409","DOIUrl":"https://doi.org/10.1109/ICNSURV.2012.6218409","url":null,"abstract":"In today's Traffic Flow Management (TFM) operation, some flow restrictions may be used that are procedurally applied to aircraft while they are on the ground before departure. Although there are some drawbacks to this approach, the application of required delay before flights depart allows that delay to be taken by the flight when it does not have to burn fuel to stay aloft. Delaying flights on the ground also allows the delay to be taken in a manner (i.e., parked on the ground) that does not create significant workload for the sector controllers. Traffic Management Initiatives (TMIs) that may cause flights to be held on the ground directly affect the airport surface operation. These TMIs must be explicitly considered in any airport surface decision support capability. In the case of Departure Queue Management, it is necessary to synchronize and coordinate the assigned take-off times for each flight with the airborne restrictions and requirements of these TMIs. In principle, this synchronization of the airport surface plan for a flight and the airborne requirements is the initial implementation of trajectory-based operations, including the synchronization of the surface and airborne portion of the trajectory. This paper describes the algorithms and methods by which the Collaborative Departure Queue Management (CDQM) concept for queue management accomplishes this integration and synchronization of the airport surface operational plan with the airborne and TFM plan.","PeriodicalId":126055,"journal":{"name":"2012 Integrated Communications, Navigation and Surveillance Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127062074","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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