Pub Date : 2017-09-01DOI: 10.1109/DASC.2017.8101901
S. Zelinski, R. Windhorst
This paper presents a parametric analysis of the most recent tactical scheduler design for NASA's Airspace Technology Demonstration 2 (ATD-2) sub-project, committed to demonstrating time-based surface metering at Charlotte Douglas International Airport (CLT). The tactical scheduler design is implemented in a fast-time simulation model of CLT using NASA's Surface Operations Simulator and Scheduler. The tactical scheduler is supported by three basic functions: trajectory prediction, runway scheduling, and advisory generation. A key parameter of the advisory generation function is the taxi time delay buffer used when calculating target gate pushback times from runway schedule. Multiple simulations that varied the amount of taxi time delay buffer were analyzed to determine the effect on tactical scheduler performance. The results show an improvement in tactical scheduler performance when the buffer is made sufficiently large to release departures from their gates early enough to maintain scheduler predicted runway throughput.
{"title":"Assessing tactical scheduling options for time-based surface metering","authors":"S. Zelinski, R. Windhorst","doi":"10.1109/DASC.2017.8101901","DOIUrl":"https://doi.org/10.1109/DASC.2017.8101901","url":null,"abstract":"This paper presents a parametric analysis of the most recent tactical scheduler design for NASA's Airspace Technology Demonstration 2 (ATD-2) sub-project, committed to demonstrating time-based surface metering at Charlotte Douglas International Airport (CLT). The tactical scheduler design is implemented in a fast-time simulation model of CLT using NASA's Surface Operations Simulator and Scheduler. The tactical scheduler is supported by three basic functions: trajectory prediction, runway scheduling, and advisory generation. A key parameter of the advisory generation function is the taxi time delay buffer used when calculating target gate pushback times from runway schedule. Multiple simulations that varied the amount of taxi time delay buffer were analyzed to determine the effect on tactical scheduler performance. The results show an improvement in tactical scheduler performance when the buffer is made sufficiently large to release departures from their gates early enough to maintain scheduler predicted runway throughput.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129024660","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102062
T. Schnell, Christoph Reuter, Matthew B. Cover
We conducted an unusual attitude recovery flight test in an instrumented L-29 fighter jet trainer owned by the Operator Performance Laboratory (OPL) using commercial airline first-officer participants who had not yet achieved the rank of captain on any aircraft, who had no military flight training background, and who have not had any acrobatic training in the flight background. Two test spirals were conducted with 15 participants serving in Spiral 1 and 12 participants serving in Spiral 2. Spiral 1 was a screening study and is not discussed in this paper. We investigated if Synthetic Vision Systems (SVS) could enhance the pilot's ability to recognize and recover from unusual attitude (uA) conditions compared to present-day Electronic Flight Information Systems (EFIS). Additionally, we investigated the effect of display field of view (FOV, 12 degrees and 30 degrees) and if recoveries with SVS over open water caused any problems in the recognition of the aircraft attitude. The evaluation pilot (EP) participants were seated in the rear crew station of the L-29 which had electronic displays that showed the test symbology. The canopy had a view limiting device which eliminated any and all view to the outside world. Carefully designed unusual attitude entry conditions were developed for this flight test and administered by the safety pilot (SP) while the EP had their eyes closed and their hands on their laps. On the command of the SP, the EPs opened their eyes and recovered from the unusual attitude (90 degrees angle of bank, 40 degrees nose low). The results indicate that the response time (time from opening the eyes to making first input) were statistically significantly (F 1,104=4.14, p=0.044) longer in the SVS display condition when the wide FOV was used. We determined that some of the lake features on SVS caused confusion with the sky, thus resulting in longer response times. However, while the response times were longer with the wide FOV SVS, the recovery times were statistically significantly shorter (F 1,105=4.06, p=0.046) and the SVS-Wide display condition overall produced less altitude loss (2,531 ft) when compared to all other conditions on average (2,722 ft). This flight test investigated many aspects of recovery with standard EFIS and SVS in real flight conditions using an acrobatic capable aircraft and significant unusual attitude entry conditions. Recommendations are made with regard to managing the depiction of water features on SVS. Flight technically, recoveries were better with wide FOV SVS than with narrow FOV SVS or standard EFIS. Subjectively, EPs clearly preferred the wide FOV SVS.
{"title":"Visual dominance in pilots during recovery from upset","authors":"T. Schnell, Christoph Reuter, Matthew B. Cover","doi":"10.1109/DASC.2017.8102062","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102062","url":null,"abstract":"We conducted an unusual attitude recovery flight test in an instrumented L-29 fighter jet trainer owned by the Operator Performance Laboratory (OPL) using commercial airline first-officer participants who had not yet achieved the rank of captain on any aircraft, who had no military flight training background, and who have not had any acrobatic training in the flight background. Two test spirals were conducted with 15 participants serving in Spiral 1 and 12 participants serving in Spiral 2. Spiral 1 was a screening study and is not discussed in this paper. We investigated if Synthetic Vision Systems (SVS) could enhance the pilot's ability to recognize and recover from unusual attitude (uA) conditions compared to present-day Electronic Flight Information Systems (EFIS). Additionally, we investigated the effect of display field of view (FOV, 12 degrees and 30 degrees) and if recoveries with SVS over open water caused any problems in the recognition of the aircraft attitude. The evaluation pilot (EP) participants were seated in the rear crew station of the L-29 which had electronic displays that showed the test symbology. The canopy had a view limiting device which eliminated any and all view to the outside world. Carefully designed unusual attitude entry conditions were developed for this flight test and administered by the safety pilot (SP) while the EP had their eyes closed and their hands on their laps. On the command of the SP, the EPs opened their eyes and recovered from the unusual attitude (90 degrees angle of bank, 40 degrees nose low). The results indicate that the response time (time from opening the eyes to making first input) were statistically significantly (F 1,104=4.14, p=0.044) longer in the SVS display condition when the wide FOV was used. We determined that some of the lake features on SVS caused confusion with the sky, thus resulting in longer response times. However, while the response times were longer with the wide FOV SVS, the recovery times were statistically significantly shorter (F 1,105=4.06, p=0.046) and the SVS-Wide display condition overall produced less altitude loss (2,531 ft) when compared to all other conditions on average (2,722 ft). This flight test investigated many aspects of recovery with standard EFIS and SVS in real flight conditions using an acrobatic capable aircraft and significant unusual attitude entry conditions. Recommendations are made with regard to managing the depiction of water features on SVS. Flight technically, recoveries were better with wide FOV SVS than with narrow FOV SVS or standard EFIS. Subjectively, EPs clearly preferred the wide FOV SVS.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117152885","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102035
Sun Choi, Young Jin Kim, Simon Briceno, D. Mavris
This study provides a framework combining the sampling method called costing and supervised machine teaming algorithms to predict individual flight delays. The costing method converts cost-insensitive classifiers to cost-sensitive ones by subsampling examples from the original training dataset according to their misclassification costs. A weighted error function has been newly defined to evaluate the model's performance considering misclassification costs. And the function is measured by the various cost ratio between false positive error and false negative error. The cost ratio shows the relative importance of delays class to on-time class. The weighted error rate varies with the cost ratio and the model can have lower weighted error rate when the cost ratio is 10.
{"title":"Cost-sensitive prediction of airline delays using machine learning","authors":"Sun Choi, Young Jin Kim, Simon Briceno, D. Mavris","doi":"10.1109/DASC.2017.8102035","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102035","url":null,"abstract":"This study provides a framework combining the sampling method called costing and supervised machine teaming algorithms to predict individual flight delays. The costing method converts cost-insensitive classifiers to cost-sensitive ones by subsampling examples from the original training dataset according to their misclassification costs. A weighted error function has been newly defined to evaluate the model's performance considering misclassification costs. And the function is measured by the various cost ratio between false positive error and false negative error. The cost ratio shows the relative importance of delays class to on-time class. The weighted error rate varies with the cost ratio and the model can have lower weighted error rate when the cost ratio is 10.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115254419","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102087
Russell Gilabert, Evan Dill, K. Hayhurst, S. Young
As demands increase to use unmanned aircraft systems (UAS) for a broad spectrum of commercial applications, regulatory authorities are examining how to safely integrate them without compromising safety or disrupting traditional airspace operations. For small UAS, several operational rules have been established; e.g., do not operate beyond visual line-of-sight, do not fly within live miles of a commercial airport, do not fly above 400 ft above ground level. Enforcing these rules is challenging for UAS, as evidenced by the number of incident reports received by the Federal Aviation Administration (FAA). This paper reviews the development of an onboard system — Safeguard — designed to monitor and enforce conformance to a set of operational rules defined prior to flight (e.g., geospatial stay-out or stay-in regions, speed limits, and altitude constraints). Unlike typical geofencing or geo-limitation functions, Safeguard operates independently of the off-the-shelf UAS autopilot and is designed in a way that can be realized by a small set of verifiable functions to simplify compliance with existing standards for safety-critical systems (e.g. for spacecraft and manned commercial transportation aircraft systems). A framework is described that decouples the system from any other devices on the UAS as well as introduces complementary positioning source(s) for applications that require integrity and availability beyond what can be provided by the Global Positioning System (GPS). This paper summarizes the progress and test results for Safeguard research and development since presentation of the design concept at the 35th DASC (2016). Significant accomplishments include completion of software verification and validation in accordance with NASA standards for spacecraft systems (to Class B), development of improved hardware prototypes, development of a simulation platform that allows for hardware-in-the-loop testing and fast-time Monte Carlo evaluations, and flight testing on multiple air vehicles. Integration testing with NASA's UAS Traffic Management (UTM) service-oriented architecture was also demonstrated.
{"title":"SAFEGUARD: Progress and test results for a reliable independent on-board safety net for UAS","authors":"Russell Gilabert, Evan Dill, K. Hayhurst, S. Young","doi":"10.1109/DASC.2017.8102087","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102087","url":null,"abstract":"As demands increase to use unmanned aircraft systems (UAS) for a broad spectrum of commercial applications, regulatory authorities are examining how to safely integrate them without compromising safety or disrupting traditional airspace operations. For small UAS, several operational rules have been established; e.g., do not operate beyond visual line-of-sight, do not fly within live miles of a commercial airport, do not fly above 400 ft above ground level. Enforcing these rules is challenging for UAS, as evidenced by the number of incident reports received by the Federal Aviation Administration (FAA). This paper reviews the development of an onboard system — Safeguard — designed to monitor and enforce conformance to a set of operational rules defined prior to flight (e.g., geospatial stay-out or stay-in regions, speed limits, and altitude constraints). Unlike typical geofencing or geo-limitation functions, Safeguard operates independently of the off-the-shelf UAS autopilot and is designed in a way that can be realized by a small set of verifiable functions to simplify compliance with existing standards for safety-critical systems (e.g. for spacecraft and manned commercial transportation aircraft systems). A framework is described that decouples the system from any other devices on the UAS as well as introduces complementary positioning source(s) for applications that require integrity and availability beyond what can be provided by the Global Positioning System (GPS). This paper summarizes the progress and test results for Safeguard research and development since presentation of the design concept at the 35th DASC (2016). Significant accomplishments include completion of software verification and validation in accordance with NASA standards for spacecraft systems (to Class B), development of improved hardware prototypes, development of a simulation platform that allows for hardware-in-the-loop testing and fast-time Monte Carlo evaluations, and flight testing on multiple air vehicles. Integration testing with NASA's UAS Traffic Management (UTM) service-oriented architecture was also demonstrated.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126813413","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102085
A. Nguyen, Alireza Avakh Kisomi, A. Amrhar, R. Landry
Along with the development of aviation industry, there is a rising demand for a breakthrough in avionic systems. The future avionics, besides advancing the current performance and security level, also need to increase the efficiency in size, weight, power and cost (SWaP-C) constraints. Among different solutions, Direct RF Sampling (DRFS) architecture is considered as one of the most promising ones, offering the benefits of hardware simplicity, Integrated Modular Avionic (IMA) and multi-system architecture compatibility. The objective of this paper is to present the new development and implementation of this innovative architecture in both transmission and reception mode. Targeting at some of the most crucial communication systems in VHF avionic bands, including VHF Radio, Aircraft Communication and Address Reporting System (ACARS), and Emergency Locator Transmitter (ELT), this paper describes an approach to create the Signal of Interest (SOI) (transmission) and to process the received signal (reception) in Direct RF, without the LO mixer as in conventional architecture. In addition, in order to demonstrate the advantages of DRFS in future avionics, the paper introduces a solution to improve the coverage and detecting ability of ELT signals. By integrating a spectrum scanner in FPGA, running independently and in parallel with the others avionics, the implementation of this system costs nothing but some FPGA resources, yet reliable and robust. The results show that the DRFS transceiver architecture meets the standards of the regarding avionics (VHF radio, ACARS and ELT). Furthermore, the ELT Detector in FPGA not only can separate the analog ELT signal from other interferences, but also has the sensitivity as good as −100 dBm.
{"title":"Direct RF sampling transceiver architecture applied to VHF radio, ACARS and ELTs","authors":"A. Nguyen, Alireza Avakh Kisomi, A. Amrhar, R. Landry","doi":"10.1109/DASC.2017.8102085","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102085","url":null,"abstract":"Along with the development of aviation industry, there is a rising demand for a breakthrough in avionic systems. The future avionics, besides advancing the current performance and security level, also need to increase the efficiency in size, weight, power and cost (SWaP-C) constraints. Among different solutions, Direct RF Sampling (DRFS) architecture is considered as one of the most promising ones, offering the benefits of hardware simplicity, Integrated Modular Avionic (IMA) and multi-system architecture compatibility. The objective of this paper is to present the new development and implementation of this innovative architecture in both transmission and reception mode. Targeting at some of the most crucial communication systems in VHF avionic bands, including VHF Radio, Aircraft Communication and Address Reporting System (ACARS), and Emergency Locator Transmitter (ELT), this paper describes an approach to create the Signal of Interest (SOI) (transmission) and to process the received signal (reception) in Direct RF, without the LO mixer as in conventional architecture. In addition, in order to demonstrate the advantages of DRFS in future avionics, the paper introduces a solution to improve the coverage and detecting ability of ELT signals. By integrating a spectrum scanner in FPGA, running independently and in parallel with the others avionics, the implementation of this system costs nothing but some FPGA resources, yet reliable and robust. The results show that the DRFS transceiver architecture meets the standards of the regarding avionics (VHF radio, ACARS and ELT). Furthermore, the ELT Detector in FPGA not only can separate the analog ELT signal from other interferences, but also has the sensitivity as good as −100 dBm.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"213 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128166767","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102036
Kyuman Lee, Youngjun Choi, Eric N. Johnson
A required assumption of a Kalman filter, the most-widely-used state estimator in avionic systems, is the Gaussian and whiteness of process and measurement noise. If the assumption fails, the performance of the Kalman filter degrades, and its estimation results are no longer optimal. In fact, many avionic applications produce colored noise, and the parameters of colored noise models are typically unknown beforehand without additional information about the noise statistics. In addition, the functions of each underlying model — nonlinear dynamic and measurement models — are sometimes improper or partially unknown. To estimate the states of systems with unknown correlations of each instance of noise and uncertain modeling errors of parametric models, we propose a novel approach that incorporates the kernel embedding of distributions into the extended Kalman filter. In our approach, kernel embedding maps process and measurement residuals, defined by differences between outputs of approximate system models and collected training data, into a reproducing kernel Hilbert space to generate nonparametric models in the functional space. Results from Monte Carlo simulations demonstrate that the proposed method, compared to existing methods (e.g., extended Kalman filter and Gaussian process-based filter), improves the accuracy of state estimation under colored noise conditions.
{"title":"Kernel embedding-based state estimation for colored noise systems","authors":"Kyuman Lee, Youngjun Choi, Eric N. Johnson","doi":"10.1109/DASC.2017.8102036","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102036","url":null,"abstract":"A required assumption of a Kalman filter, the most-widely-used state estimator in avionic systems, is the Gaussian and whiteness of process and measurement noise. If the assumption fails, the performance of the Kalman filter degrades, and its estimation results are no longer optimal. In fact, many avionic applications produce colored noise, and the parameters of colored noise models are typically unknown beforehand without additional information about the noise statistics. In addition, the functions of each underlying model — nonlinear dynamic and measurement models — are sometimes improper or partially unknown. To estimate the states of systems with unknown correlations of each instance of noise and uncertain modeling errors of parametric models, we propose a novel approach that incorporates the kernel embedding of distributions into the extended Kalman filter. In our approach, kernel embedding maps process and measurement residuals, defined by differences between outputs of approximate system models and collected training data, into a reproducing kernel Hilbert space to generate nonparametric models in the functional space. Results from Monte Carlo simulations demonstrate that the proposed method, compared to existing methods (e.g., extended Kalman filter and Gaussian process-based filter), improves the accuracy of state estimation under colored noise conditions.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"83 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128184638","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 : 2017-09-01DOI: 10.1109/DASC.2017.8101982
S. Timar, M. Peters, Paul C. Davis, Mary Beth Lapis, I. Wilson, P. van Tulder, Phil Smith
This paper presents the implementation and application of a prototype What-if Analysis decision support tool for airport traffic planning. The What-if Analysis tool is used to predict airport traffic performance during a future time horizon with forecast operating conditions and to design Departure Management Programs to mitigate the negative impacts of predicted demand/capacity imbalances. Application scenarios include dynamic weather imposing ground hold and/or Miles-In-Trial restrictions on airport departures. We demonstrate the use of the prototype for a historical traffic and weather scenario at Charlotte Douglas International Airport (CLT). Future work includes enhancing the capabilities and user interfaces of the tool, and researching methods to predict future traffic management initiatives from forecast weather and traffic conditions.
{"title":"A what-if analysis tool for planning airport traffic","authors":"S. Timar, M. Peters, Paul C. Davis, Mary Beth Lapis, I. Wilson, P. van Tulder, Phil Smith","doi":"10.1109/DASC.2017.8101982","DOIUrl":"https://doi.org/10.1109/DASC.2017.8101982","url":null,"abstract":"This paper presents the implementation and application of a prototype What-if Analysis decision support tool for airport traffic planning. The What-if Analysis tool is used to predict airport traffic performance during a future time horizon with forecast operating conditions and to design Departure Management Programs to mitigate the negative impacts of predicted demand/capacity imbalances. Application scenarios include dynamic weather imposing ground hold and/or Miles-In-Trial restrictions on airport departures. We demonstrate the use of the prototype for a historical traffic and weather scenario at Charlotte Douglas International Airport (CLT). Future work includes enhancing the capabilities and user interfaces of the tool, and researching methods to predict future traffic management initiatives from forecast weather and traffic conditions.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124287320","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102146
J. Straub
This paper discusses the development, testing and prospective use of an intrusion detection system (IDS) for unmanned aerial vehicles (UAVs) and systems (UASs). Intrusion detection systems are typically used in computer networking and other applications to detect and respond to attempts to compromise computers, servers, firewalls and other network resources. In the context of the development of an IDS for UAV/UAS applications, several topics are considered. These include what an IDS is and how it is used, why do UAVs/UASs need an IDS and attack detection expectations for IDSs used in UAV/UAS applications. Because UAVs and UASs operate in the real world, with numerous and varied sensory inputs, testing and validation of these systems is particularly problematic. IDS Training challenges and the use of automated training to validate UAV/UAS IDS systems is, thus, a major consideration and also covered. The use of adaptive testing, in particular, is discussed.
{"title":"Development and testing of an intrusion detection system for unmanned aerial systems","authors":"J. Straub","doi":"10.1109/DASC.2017.8102146","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102146","url":null,"abstract":"This paper discusses the development, testing and prospective use of an intrusion detection system (IDS) for unmanned aerial vehicles (UAVs) and systems (UASs). Intrusion detection systems are typically used in computer networking and other applications to detect and respond to attempts to compromise computers, servers, firewalls and other network resources. In the context of the development of an IDS for UAV/UAS applications, several topics are considered. These include what an IDS is and how it is used, why do UAVs/UASs need an IDS and attack detection expectations for IDSs used in UAV/UAS applications. Because UAVs and UASs operate in the real world, with numerous and varied sensory inputs, testing and validation of these systems is particularly problematic. IDS Training challenges and the use of automated training to validate UAV/UAS IDS systems is, thus, a major consideration and also covered. The use of adaptive testing, in particular, is discussed.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"47 6","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131726699","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102127
Kleoniki Vlachou, Rohit Sharma, F. Wieland
Seamless integration and interoperation of simulations has been a goal of simulationists for many decades. The goal of this research is to advance the field of simulation interoperability and our approach is for this to happen at the analysis level. In this paper, we are introducing a novel language called Predictive Query Language (PQL) that uses a federation of models to provide future predictions. It builds upon current predictive analytics systems in that it creates the data that will populate the database, rather than mining existing data. As an example of how this language works, we use the double delay problem in aviation. This example has dual purpose of showing the utility of PQL while shedding light on an important problem in aviation.
{"title":"An analysis programming language applied to the double delay problem in aviation","authors":"Kleoniki Vlachou, Rohit Sharma, F. Wieland","doi":"10.1109/DASC.2017.8102127","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102127","url":null,"abstract":"Seamless integration and interoperation of simulations has been a goal of simulationists for many decades. The goal of this research is to advance the field of simulation interoperability and our approach is for this to happen at the analysis level. In this paper, we are introducing a novel language called Predictive Query Language (PQL) that uses a federation of models to provide future predictions. It builds upon current predictive analytics systems in that it creates the data that will populate the database, rather than mining existing data. As an example of how this language works, we use the double delay problem in aviation. This example has dual purpose of showing the utility of PQL while shedding light on an important problem in aviation.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"242 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115005902","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 : 2017-09-01DOI: 10.1109/DASC.2017.8102027
Matthias Schäfer, Martin Strohmeier, Matthew Smith, Markus Fuchs, Vincent Lenders, Marc Liechti, I. Martinovic
This paper provides up-to-date statistics on SSR Mode S and 1090ES ADS-B usage by military and state aircraft from the OpenSky Network. By analysing the large host of real-world data collected by OpenSky using more than 700 receivers, we provide insights on the equipage of these state aircraft, their capabilities, usage patterns and much more. We publish up-to-date, empirically validated numbers on the status of the ongoing ADS-B deployment based on data collected over large areas in Europe, North America, and other continents, and categorize these aircraft by incorporating publicly available data sources. Our measurements indicate that ADS-B equipage of military aircraft is 42.9%, which is considerably less than ADS-B deployment in civil aviation. While there is considerable variation between countries, our results show that there is a long way to go to for a safe and efficient integration of military and state air traffic into the next generation civil air transportation system.
{"title":"OpenSky report 2017: Mode S and ADS-B usage of military and other state aircraft","authors":"Matthias Schäfer, Martin Strohmeier, Matthew Smith, Markus Fuchs, Vincent Lenders, Marc Liechti, I. Martinovic","doi":"10.1109/DASC.2017.8102027","DOIUrl":"https://doi.org/10.1109/DASC.2017.8102027","url":null,"abstract":"This paper provides up-to-date statistics on SSR Mode S and 1090ES ADS-B usage by military and state aircraft from the OpenSky Network. By analysing the large host of real-world data collected by OpenSky using more than 700 receivers, we provide insights on the equipage of these state aircraft, their capabilities, usage patterns and much more. We publish up-to-date, empirically validated numbers on the status of the ongoing ADS-B deployment based on data collected over large areas in Europe, North America, and other continents, and categorize these aircraft by incorporating publicly available data sources. Our measurements indicate that ADS-B equipage of military aircraft is 42.9%, which is considerably less than ADS-B deployment in civil aviation. While there is considerable variation between countries, our results show that there is a long way to go to for a safe and efficient integration of military and state air traffic into the next generation civil air transportation system.","PeriodicalId":130890,"journal":{"name":"2017 IEEE/AIAA 36th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128876964","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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