Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347494
T. Waldron
The availability of high-quality multi-sensor surveillance for the airport enables new forms of surface movement analysis. The Airport Surface Detection Equipment, Model X (ASDE-X) system provides precise time-stamped position and velocity reports associated with aircraft identification codes, as required for its primary mission of improving situation awareness in the air traffic control (ATC) tower. Many additional trajectory properties can be estimated from the same source. ASDE-X has no requirements for estimating and reporting acceleration in real time. However, the ability to estimate acceleration improves the ability to detect maneuvers. For the purpose of this paper, a maneuver is defined to be any acceleration of sufficient magnitude and duration to affect operational decisions. The focus of this paper is on the feasibility of estimating acceleration as part of non-real-time analysis, the ability to relate those acceleration estimates to maneuver recognition, and the operational applications of such a capability. Deeper understanding of surface activity can be obtained by re-processing surveillance data for precise trajectory reconstruction. Changes in velocity, including starts, turns, and stops, are particularly significant for operational analysis; the timing of such events in relation to airport geometry and the movement of other traffic can indicate the reasons for the observed behavior. For example, slowing can be explained by the need to yield to converging traffic at an intersection, and stopping can be explained by proximity to a hold line or joining the end of a queue. This paper shows results on the sensitivity and precision with which these surface movement events can be detected and measured. In addition, examples of the potential use of these events in studies of operational efficiency and safety will be given. Particular examples include relating speed changes to fuel use and emissions metrics, and relating acceleration from a stop to the recognition of runway entry and start of take-off roll.
{"title":"Detecting airport surface movement events using ground surveillance","authors":"T. Waldron","doi":"10.1109/DASC.2009.5347494","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347494","url":null,"abstract":"The availability of high-quality multi-sensor surveillance for the airport enables new forms of surface movement analysis. The Airport Surface Detection Equipment, Model X (ASDE-X) system provides precise time-stamped position and velocity reports associated with aircraft identification codes, as required for its primary mission of improving situation awareness in the air traffic control (ATC) tower. Many additional trajectory properties can be estimated from the same source. ASDE-X has no requirements for estimating and reporting acceleration in real time. However, the ability to estimate acceleration improves the ability to detect maneuvers. For the purpose of this paper, a maneuver is defined to be any acceleration of sufficient magnitude and duration to affect operational decisions. The focus of this paper is on the feasibility of estimating acceleration as part of non-real-time analysis, the ability to relate those acceleration estimates to maneuver recognition, and the operational applications of such a capability. Deeper understanding of surface activity can be obtained by re-processing surveillance data for precise trajectory reconstruction. Changes in velocity, including starts, turns, and stops, are particularly significant for operational analysis; the timing of such events in relation to airport geometry and the movement of other traffic can indicate the reasons for the observed behavior. For example, slowing can be explained by the need to yield to converging traffic at an intersection, and stopping can be explained by proximity to a hold line or joining the end of a queue. This paper shows results on the sensitivity and precision with which these surface movement events can be detected and measured. In addition, examples of the potential use of these events in studies of operational efficiency and safety will be given. Particular examples include relating speed changes to fuel use and emissions metrics, and relating acceleration from a stop to the recognition of runway entry and start of take-off roll.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116754216","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347421
J. Tristancho, C. Barrado, S. P. Mansilla, E. Pastor
An Unmanned Aerial Vehicle, UAV for short, is able to fly autonomously during all phases of flight, but has to be monitored from an operator station. In this article a better avionic system is proposed to optimize this process reducing the channel usage without quality degradation. The information related to the aircraft position is called telemetry. This early avionic system is tested in the longitudinal mode of a high wing model unmanned aircraft system in an open source flight simulator.
{"title":"A telemetry modeling for intelligent UAV monitoring","authors":"J. Tristancho, C. Barrado, S. P. Mansilla, E. Pastor","doi":"10.1109/DASC.2009.5347421","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347421","url":null,"abstract":"An Unmanned Aerial Vehicle, UAV for short, is able to fly autonomously during all phases of flight, but has to be monitored from an operator station. In this article a better avionic system is proposed to optimize this process reducing the channel usage without quality degradation. The information related to the aircraft position is called telemetry. This early avionic system is tested in the longitudinal mode of a high wing model unmanned aircraft system in an open source flight simulator.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"106 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122603517","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347523
G. Hunter, R. Vivona, C. Garcia-Avello
First, this paper examines fundamental issues that arise when evaluating the sensitivity of decision support tool (DST) performance to trajectory prediction (TP) accuracy. Second, this paper presents a preliminary experiment, showing that variations in TP accuracy can substantially affect performance of a traffic flow management (TFM) DST due to differences in airspace loading forecasts.
{"title":"Preliminary investigation of trajectory prediction impact on decision support automation","authors":"G. Hunter, R. Vivona, C. Garcia-Avello","doi":"10.1109/DASC.2009.5347523","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347523","url":null,"abstract":"First, this paper examines fundamental issues that arise when evaluating the sensitivity of decision support tool (DST) performance to trajectory prediction (TP) accuracy. Second, this paper presents a preliminary experiment, showing that variations in TP accuracy can substantially affect performance of a traffic flow management (TFM) DST due to differences in airspace loading forecasts.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133431501","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347574
I. Khazali, M. Boulais, P. Cole
AFDX is gaining traction all over the avionics market, and even in some surprising areas outside of avionics, because it offers adopters the advantages of Ethernet network connectivity and bandwidth that they have been waiting to make use of for many years. This paper will begin by outlining some basic principles of AFDX versus standard Ethernet and explaining why it is such an important standard with respect to providing the inherent safety and security mechanisms that the avionics community requires. It will then discuss AFDX end system implementation options by contrasting many of the most common arguments for and against the implementation of an end system AFDX stack in software versus hardware. This paper will go on to provide some practical insight by examining a real software AFDX end system implementation and will provide feedback on the experience gained during the development of that implementation, including practical limitations, measured performance, processing platform considerations and lessons learned. In conclusion the paper will consider some possible future AFDX enhancements, look at industry trends and provide a look at other market segments that appear to be seriously considering the adoption of AFDX, and will attempt to provide some reasons why.
{"title":"AFDX software network stack implementation — Practical lessons learned","authors":"I. Khazali, M. Boulais, P. Cole","doi":"10.1109/DASC.2009.5347574","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347574","url":null,"abstract":"AFDX is gaining traction all over the avionics market, and even in some surprising areas outside of avionics, because it offers adopters the advantages of Ethernet network connectivity and bandwidth that they have been waiting to make use of for many years. This paper will begin by outlining some basic principles of AFDX versus standard Ethernet and explaining why it is such an important standard with respect to providing the inherent safety and security mechanisms that the avionics community requires. It will then discuss AFDX end system implementation options by contrasting many of the most common arguments for and against the implementation of an end system AFDX stack in software versus hardware. This paper will go on to provide some practical insight by examining a real software AFDX end system implementation and will provide feedback on the experience gained during the development of that implementation, including practical limitations, measured performance, processing platform considerations and lessons learned. In conclusion the paper will consider some possible future AFDX enhancements, look at industry trends and provide a look at other market segments that appear to be seriously considering the adoption of AFDX, and will attempt to provide some reasons why.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134320440","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347498
J. Kitaori
VHF Aircraft Communications Addressing and Reporting System (ACARS) is the most popular VHF aeronautical datalink. It is used for such applications as airline operation and air traffic control. VHF ACARS has only a 2400 bit/s (bps) transmission rate air-ground link. The VHF Digital Link mode 2 (VDL2) system, which has a thirteen times higher transmission rate air-ground link than VHF ACARS, is very similar to VHF ACARS. Both systems can deal with messages in ACARS format. Even though the systems are well used for various operations, their effective link capacities are not so clear. Finding out effective communication performance, including real link capacity and acceptable maximum delay, is useful for the design layout of ground facilities and rebuild datalink operation guidance in the near future. We built both VHF ACARS and VDL2 protocol models on an OPNET protocol simulator to evaluate their effective communication performance. This paper gives an outline of the protocol models and comparison results of these performances by simulation. Statistics such as transmission delay and throughput have been obtained under various load conditions for up to 200 aircraft. Before starting the simulation, we analyzed message data length and the message generation interval of VHF ACARS from real communication logs in Japan. The message data length was mostly distributed randomly, below 660 bytes, and messages exceeding 660 bytes rarely appeared. The message generation interval mostly followed Pareto distribution. We assumed that the message data length and data generation interval followed uniform distribution and Pareto distribution respectively. We found the following by analyzing simulation results. i) When data traffic load generated from an aircraft equaled the load directed to the aircraft, the VDL2 system was able to process 4.6 times more congested load than the VHF ACARS. ii) When data traffic load generated from an aircraft was five times higher than the load directed to the aircraft, the VDL2 system was able to process 8.8 times more congested load than the VHF ACARS. The load condition approximated real VHF ACARS data generation ratio between forward link and reverse link.
{"title":"A performance comparison between VDL mode 2 and VHF ACARS by protocol simulator","authors":"J. Kitaori","doi":"10.1109/DASC.2009.5347498","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347498","url":null,"abstract":"VHF Aircraft Communications Addressing and Reporting System (ACARS) is the most popular VHF aeronautical datalink. It is used for such applications as airline operation and air traffic control. VHF ACARS has only a 2400 bit/s (bps) transmission rate air-ground link. The VHF Digital Link mode 2 (VDL2) system, which has a thirteen times higher transmission rate air-ground link than VHF ACARS, is very similar to VHF ACARS. Both systems can deal with messages in ACARS format. Even though the systems are well used for various operations, their effective link capacities are not so clear. Finding out effective communication performance, including real link capacity and acceptable maximum delay, is useful for the design layout of ground facilities and rebuild datalink operation guidance in the near future. We built both VHF ACARS and VDL2 protocol models on an OPNET protocol simulator to evaluate their effective communication performance. This paper gives an outline of the protocol models and comparison results of these performances by simulation. Statistics such as transmission delay and throughput have been obtained under various load conditions for up to 200 aircraft. Before starting the simulation, we analyzed message data length and the message generation interval of VHF ACARS from real communication logs in Japan. The message data length was mostly distributed randomly, below 660 bytes, and messages exceeding 660 bytes rarely appeared. The message generation interval mostly followed Pareto distribution. We assumed that the message data length and data generation interval followed uniform distribution and Pareto distribution respectively. We found the following by analyzing simulation results. i) When data traffic load generated from an aircraft equaled the load directed to the aircraft, the VDL2 system was able to process 4.6 times more congested load than the VHF ACARS. ii) When data traffic load generated from an aircraft was five times higher than the load directed to the aircraft, the VDL2 system was able to process 8.8 times more congested load than the VHF ACARS. The load condition approximated real VHF ACARS data generation ratio between forward link and reverse link.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"121 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134387636","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347526
P. Krupanský, J. Svoboda, J. Kubalčík
The subject of the presented study is the definition of a suitable methodology for a qualitative assessment of the various parameters of airborne/ground based trajectory prediction (TP). The main goal is to develop the tool for describing the relevant credibility of TP, which can be used for the assessment of various TP including the internal FMS TP, down-linked TP as well as TP as a product of Ground based TP engine. This additional description available for particular TP segments can be used as supplemental information for other arbitrary purposes - for example Ground/Airborne Based Conflict Detection & Resolution systems.
{"title":"Trajectory prediction credibility concept","authors":"P. Krupanský, J. Svoboda, J. Kubalčík","doi":"10.1109/DASC.2009.5347526","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347526","url":null,"abstract":"The subject of the presented study is the definition of a suitable methodology for a qualitative assessment of the various parameters of airborne/ground based trajectory prediction (TP). The main goal is to develop the tool for describing the relevant credibility of TP, which can be used for the assessment of various TP including the internal FMS TP, down-linked TP as well as TP as a product of Ground based TP engine. This additional description available for particular TP segments can be used as supplemental information for other arbitrary purposes - for example Ground/Airborne Based Conflict Detection & Resolution systems.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"139 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114004703","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347426
Xinying Li, Huagang Xiong
Integrated Modular Avionics (IMA) has now been fully developed, and installed in practically every new airplane model that are in service today. IMA approach allows mixed criticality real-time applications to be merged into integrated system. These integrated real-time applications must meet their own timing requirements and be protected from other malfunctioning applications, while physically sharing resources such as processors and communication networks. To guarantee timing constraints and dependability of each application, an IMA-based system must be equipped with strong partitioning schemes. Based on ARINC IMA standards, we refer a model as strongly partitioned distributed real-time system which composed of three major parts that are Avionics Subsystem, End System and Avionics Full Duplex Switched Ethernet (AFDX) Communication System. We build the two-level scheduling hierarchy architecture model of Avionics Subsystem to provide spatial and temporal partitioning for real-time applications. End system provides communication interface for Avionics Subsystem and AFDX Communication system. AFDX Communication system provides reliable message transmission among applications. To evaluate the performance of an IMA-based system, simulation tool based on the discrete event system simulation method has been developed. The simulation captures additional characteristics of the system with respect to the analytical study, which is basically used to evaluate worst cases and deterministic guarantees. The tool is designed to help platform designer, applications developer and system integrator to describe and evaluate different implementation choices.
{"title":"Modelling and simulation of integrated modular avionics systems","authors":"Xinying Li, Huagang Xiong","doi":"10.1109/DASC.2009.5347426","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347426","url":null,"abstract":"Integrated Modular Avionics (IMA) has now been fully developed, and installed in practically every new airplane model that are in service today. IMA approach allows mixed criticality real-time applications to be merged into integrated system. These integrated real-time applications must meet their own timing requirements and be protected from other malfunctioning applications, while physically sharing resources such as processors and communication networks. To guarantee timing constraints and dependability of each application, an IMA-based system must be equipped with strong partitioning schemes. Based on ARINC IMA standards, we refer a model as strongly partitioned distributed real-time system which composed of three major parts that are Avionics Subsystem, End System and Avionics Full Duplex Switched Ethernet (AFDX) Communication System. We build the two-level scheduling hierarchy architecture model of Avionics Subsystem to provide spatial and temporal partitioning for real-time applications. End system provides communication interface for Avionics Subsystem and AFDX Communication system. AFDX Communication system provides reliable message transmission among applications. To evaluate the performance of an IMA-based system, simulation tool based on the discrete event system simulation method has been developed. The simulation captures additional characteristics of the system with respect to the analytical study, which is basically used to evaluate worst cases and deterministic guarantees. The tool is designed to help platform designer, applications developer and system integrator to describe and evaluate different implementation choices.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117058626","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347470
P. Averty, P. Lezaud
This work is a twofold contribution to the analysis of conflict detection process in Air Traffic Controllers (ATCos). The first one addresses methodological aspects and proposes a way to get responses as close as possible to controllers' actual expertise without using artifacts such as rating scales or inferring judgments from verbal material. The second objective is to compare the influence of three geometrical features of aircraft encounters and their capacity to alter an accurate perception of conflicts. The proposed methodology appeared to be useful for collecting expertise as controllers quickly appropriated it, and led to get coherent data. Its use can be envisaged when a reliable representation of mental picture of ATCos is essential. Concerning the geometrical features of aircraft trajectories, aircraft attitudes i.e., the fact they are stable, climbing of descending, entailed significant differences on detection accuracy. To a lesser extent, catch-ups and segmented trajectories showed a capacity to make an accurate perception of conflicts more difficult. These results must be interpreted as tendencies more than precise or quantified results. As the objective of this experiment was to be a pre-experiment in preparation for future collecting in the framework of the European project SESAR, a few different choices concerning the trajectories to be used in the traffic scenarios will help to precise these results.
{"title":"Effects of aircraft trajectories geometrical features upon air traffic controllers' conflict judgments","authors":"P. Averty, P. Lezaud","doi":"10.1109/DASC.2009.5347470","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347470","url":null,"abstract":"This work is a twofold contribution to the analysis of conflict detection process in Air Traffic Controllers (ATCos). The first one addresses methodological aspects and proposes a way to get responses as close as possible to controllers' actual expertise without using artifacts such as rating scales or inferring judgments from verbal material. The second objective is to compare the influence of three geometrical features of aircraft encounters and their capacity to alter an accurate perception of conflicts. The proposed methodology appeared to be useful for collecting expertise as controllers quickly appropriated it, and led to get coherent data. Its use can be envisaged when a reliable representation of mental picture of ATCos is essential. Concerning the geometrical features of aircraft trajectories, aircraft attitudes i.e., the fact they are stable, climbing of descending, entailed significant differences on detection accuracy. To a lesser extent, catch-ups and segmented trajectories showed a capacity to make an accurate perception of conflicts more difficult. These results must be interpreted as tendencies more than precise or quantified results. As the objective of this experiment was to be a pre-experiment in preparation for future collecting in the framework of the European project SESAR, a few different choices concerning the trajectories to be used in the traffic scenarios will help to precise these results.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"98 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117323871","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347449
Huina Gao, George Hunter
This paper describes a preliminary study of user gaming concepts embedded in the traffic flow management. We design multiple experiments to evaluate the national airspace system (NAS) when both advanced traffic flow management (TFM) and user decision-making models are implemented. Special attention is directed at quantifying the impact of TFM user gaming. Our preliminary results suggest: (i) NAS performance improvements are possible through coordination of TFM users and providers. (ii) Negative effects can result from strategic gaming behavior. (iii) These negative effects can be monitored, limited and dis-incentivized.
{"title":"Future NAS-wide user gaming preliminary investigation","authors":"Huina Gao, George Hunter","doi":"10.1109/DASC.2009.5347449","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347449","url":null,"abstract":"This paper describes a preliminary study of user gaming concepts embedded in the traffic flow management. We design multiple experiments to evaluate the national airspace system (NAS) when both advanced traffic flow management (TFM) and user decision-making models are implemented. Special attention is directed at quantifying the impact of TFM user gaming. Our preliminary results suggest: (i) NAS performance improvements are possible through coordination of TFM users and providers. (ii) Negative effects can result from strategic gaming behavior. (iii) These negative effects can be monitored, limited and dis-incentivized.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"107 1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115773541","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 : 2009-12-04DOI: 10.1109/DASC.2009.5347554
Alvin Sipe, John Moore
The air traffic system enabled by NextGen and SESAR will allow functions to be executed by the most appropriate element given the strategic and tactical situation rather than limited to the existing roles predicated on 1960's technology and procedures. The current allocation of functions is based on historical technical limitations. To ensure the most efficient air traffic system (in terms of throughput, safety, environmental impact, etc.), the functions need to be assessed for their best allocation to prevent over-optimizing one area of the system at the expense of other areas. The information-based, shared situational awareness, and collaborative decision making paradigm enables the redistribution of functions both strategically and tactically. The functions may also be distributed differently for different stakeholders. The method for establishing which element has the tools and information needed to execute these functions is defined in the systems engineering process. The systems engineering process entails developing and evaluating alternative functional allocations based on the system requirements. The most advantageous functional allocation is determined through a requirements-based and benefits-based selection process. This process develops trades of the alternatives, lists the pros and cons, and then selects the best alternative. This is important because “best” can be different for varying scenarios and elements. The major elements, or actors, in the air traffic system are the airplane, ATC, and AOC. These are composed of sub-elements themselves and require assessment of the allocation of functions by management time horizon. The proposed management time horizons are capacity, flow, traffic, separation, and collision avoidance. Once functions have been allocated, simulations (fast-time and human-in-the-loop) and field trials can be used to develop and validate performance requirements for those functions. Finally an example of the possible re-allocation of one of the functions of the Air Transportation system is discussed along with the benefits of this alternate allocation.
{"title":"Air traffic functions in the NextGen and SESAR airspace","authors":"Alvin Sipe, John Moore","doi":"10.1109/DASC.2009.5347554","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347554","url":null,"abstract":"The air traffic system enabled by NextGen and SESAR will allow functions to be executed by the most appropriate element given the strategic and tactical situation rather than limited to the existing roles predicated on 1960's technology and procedures. The current allocation of functions is based on historical technical limitations. To ensure the most efficient air traffic system (in terms of throughput, safety, environmental impact, etc.), the functions need to be assessed for their best allocation to prevent over-optimizing one area of the system at the expense of other areas. The information-based, shared situational awareness, and collaborative decision making paradigm enables the redistribution of functions both strategically and tactically. The functions may also be distributed differently for different stakeholders. The method for establishing which element has the tools and information needed to execute these functions is defined in the systems engineering process. The systems engineering process entails developing and evaluating alternative functional allocations based on the system requirements. The most advantageous functional allocation is determined through a requirements-based and benefits-based selection process. This process develops trades of the alternatives, lists the pros and cons, and then selects the best alternative. This is important because “best” can be different for varying scenarios and elements. The major elements, or actors, in the air traffic system are the airplane, ATC, and AOC. These are composed of sub-elements themselves and require assessment of the allocation of functions by management time horizon. The proposed management time horizons are capacity, flow, traffic, separation, and collision avoidance. Once functions have been allocated, simulations (fast-time and human-in-the-loop) and field trials can be used to develop and validate performance requirements for those functions. Finally an example of the possible re-allocation of one of the functions of the Air Transportation system is discussed along with the benefits of this alternate allocation.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"47 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128226779","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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